r 



Instructors Guide 



MOTOR M<i i K 
SECTION 

} U HIS' COl KM 




Book AS . 





MOTOR TRUCK 
OFFICERS' COURSE 

OF THE 

MOTOR TRANSPORT CORPS 



Field Work Lectures Theoretical Automobile Engineer- 

Convoy Preparation ing 

Administration Military Instruction 



LENGTH OF COURSE, TEN WEEKS 



Form MTC — 427 



LIBRARY OF CONGRESS 
RECEIVED 

OCT 2 4 1923 



DOCUMENTS DIVISION 



'h 6 












Lecture 


I 


Lecture 


II 


Lecture 


III 


Lecture 


IV 


Lecture 


V 


Lecture 


VI 


Lecture 


VII 


Lecture 


VIII 


Lecture 


IX 


Lecture 


X 


Lecture 


XI 


Lecture 


XII 


Lecture 


XIII 


Lecture 


XIV 


Lecture 


XV 


Lecture.. 


XVI 



MOTOR TRANSPORT CORPS 

MOTOR TRUCK OFFICERS' COURSE 

INDEX 

Field Work Lectures 

General Organization, M. T. C. 

Convoy Theory and Rules. 

Convoy Rules. 

Organization of Motor Transport Company. 

Quiz Questions 

Loading and Unloading Rules for Troops. 

Map Reading. 

Map Reading. 

Loading and Unloading Material. 

Convoy Problems. 

Parking Rules. 

French Road Rules and Regulations. 

Discussion of Night Convoy. 

Relations with French Authorities in Obtaining 

Billets. 
Discussion of Night Convoy. 
Inspection Formation. 
Motor Transport Officer. 



Quiz Questions 

Convoy Preparation 

Lectures I to XVII. Local material prepared by instructor. 

Administration 

Lecture I Organization of A. E. F. 

Lecture II Organization of M. T. C. 

Lecture III Duties of Company Officers. 

Lecture IV Military Correspondence. 

Lecture V Service Record. 

Lecture VI Army Paper Work. 



Lecture 


VII 


Lecture 


VIII 


Lecture 


IX 


Lecture 


X 


Lecture 


XI 


Lecture 


XII 


Lecture 


XIII 


m to c 





Quiz Questions 

Ration Return. 

Accountability and Responsibility. 

Requisitions and Surveys. 

Discharges, Final Statements and Reports. 

Monthly Returns and Courts Martial. 

Theft and Accident Reports. 

M. T. C. Forms. 



Indea 



Page 3 



Quiz Questions 

Lecture XIV Weekly Reports. 
Lecture XV Customs and Courtesies. 



Lecture 


I 


Lecture 


II 


Lecture 


III 


Lecture 


IV 


Lecture 


V 


Lecture 


VI 


Lecture 


VII 


Lecture 


VIII 


Lecture 


IX 


Lecture 


X 


Lecture 


XI 


Lecture 


XII 


Lecture 


XIII 


Lecture 


XIV 


Lecture 


XV 


Lecture 


XVI 


Lecture 


XVII 


Lecture 


XVIII 


Lecture 


XIX 



Theoretical Ann Engineerh 

Organization of Motor Transport Supply System in 

France. 
Care and Maintenance of Motor Vehicles. 
Fundamental Principles of Internal Combustion 

Engines. 
Chassis Construction. 
Lubrication. 
Lubrication. 

Repairs Made by Company. 
Minor Motor Troubles and Their Adjustment. 
Minor Motor Adjustments. 
Principle of Carburetion. 
Stewart Vacuum System. 
Radiation. 

Simple Ignition System. 
High Tension Magneto System. 
Starting and Lighting Systems. 
Accountability and Responsibility. 
Importance of Inspection. 
Pneumatic Tires. 
Solid Tires. 



Quiz Questions 
Military Instruction 



m t o c 



GENERAL STATEMENT 

DIRECTIONS FOR INSTRUCTORS 

Underlying all successful instruction must be the realization on the part 
of each man called upon to teach in any subject that all instruction is given 
for the student, not for the instructor. Obviously, then, the success of a 
teacher must be measured by the amount of his teaching which is converted 
into working knowledge by his students. The job, then, for every member of 
the instructing staff at every school is to put his information across so that 
the members of the class get it and are able to use it. 

The results obtained in frequent quizzes, oral test questions, or the per- 
formance of duties by the student, which require the application of material 
taught, are the fundamental measures of the success of the instructor in his 
work. Too much emphasis should not be placed on set written examinations, 
for a great deal of information may be acquired and used in a poll parrot 
manner, allowing a man to get high rating on a written examination, but a 
very low rating on any examination in which the student must apply the 
knowledge obtained in class room to the performance of a definite task. 

The instructor should also bear in mind that men learn most things through 
one, or more, of three senses: hearing, sight and touch, and that that instruc- 
tion will be the most successful which permits the student to learn in the 
most ways. Furthermore, some men learn best by hearing, others, by touch, 
and still others by sight, so that no one method can be used with maximum 
success for all. 

Having the foregoing facts in mind, every instructor, in preparing his work 
for class presentation, should plan to use, to the fullest possible extent, in 
the class, pieces of equipment, such as: rifles, pack, equipment, parts of ve- 
hicle mechanism, such as axles, carburetors, spark plugs, or even whole 
chasses, if required, etc., etc. He should also use blackboards as much as pos- 
sible for sketches, diagrams or definitions, etc., and should, so far as possible, 
insist that each student keep a note book on each subject, which must be neat 
in appearance and accurate in their statements. This will necessitate their 
inspection periodically, which should be done by the instructor or his assistants. 

It will be seen that certain lectures are much shorter than would be re- 
quired to fill the entire periods allotted to them. This is done purposely so 
that there will be an opportunity for the instructor to make up for lost time, 
occasioned by inspections, etc., etc.; or an opportunity for quizzes, special 
lectures, and such other work as the instructor may desire. 

It will also be seen in the course for Motor Transport Company Mechanics 
that in places a four-hour period is devoted to certain lectures. This is done 
because the company mechanic must be a skilled workman and it is not 
enough for him to be informed on a subject ; he must also be able to perform 
certain duties. The long lecture period permits reiteration, discussion and 
repeated demonstration on the part of the instructor, so that the student will 
get all details and be able to use his information. The instructor should use 
all his ability to put his ideas across in as many ways as possible to be sure 
that his class gets them thoroughly. 

Instructors must look well to the discipline of their classes. Insistence 
should be placed on all students sitting in proper attitudes during class, and 
no lounging or otherwise careless appearance permitted. When an instructor 
enters the room, all students should rise and remain standing until ordered to 
be seated. They should also rise when an officer enters the room and remain 

M TOC 



al Statement Pa 9 e 2 



standing until otherwise directed. In short, strict military discipline should 
be insisted upon at all times by the instructor, and he should be especially 
careful that all his acts are also guided by the same precepts. 

General Statement 

The lectures in this book are designed for the use of the instructors in 
the various subjects, and are written from that standpoint, following the 
curriculum outline in detail. 

The material is put in this form for the use of instructors so that training 
at all schools may be uniform. Copies of this book are not to be used for 
student's text books, and where any material contained in this book is de- 
sired for students' use it is expected that it will be reproduced by mimeograph 
or otherwise. 

The lectures are not to be read to the students, but are to give the in- 
structors the subject matter to be covered, as well as the method of presen- 
tation. 

The material given under Exercises is written in lecture form but is to be 
covered by informal discussion, or otherwise, as the instructor may feel to 
be desirable. 

Under quizzes and written examinations are given typical questions, not 
formal examinations as such. It is expected that the instructor will use such 
of the questions as he may wish for his work, but the main intent in setting 
down the questions is to give the instructor a standard of values by the aid 
of which he should be able to make up his own questions as need arises. 

It is planned to issue bulletins on training activities once a month, for the 
use of instructors at all M. T. C. training camps. These bulletins will be sent 
in quantities to the Comma-nding Officers of all M. T. C. Training camps, for 
distribution, to the instructing personnel. 

It will be well for instructors who are teaching mechanical subjects to se- 
cure the Instructor's Guide for Company Mechanics' Course as there are 
many details of the vehicle mechanism and diagrams that will be helpful in 
any work of that character. 

No lectures are written on Military Instruction as the plan is to follow the 
reference books closely and have only informal lectures, recitations and 
quizzes. 

Where lectures are prepared for periods not stated as lecture periods in 
the curriculum, it is designed that the material covered by the lecture will be 
given in an infoi'mal way during the period assigned for the work. 

Some lectures will be found to be longer than others, and some will be found 
too short to cover the entire period assigned. This arrangement is made pur- 
posely to permit leeway to compensate for the personal equations of the vari- 
ous instructors, as well as to allow for hours lost or shortened by various un- 
foreseen circumstances. Where spare time is provided by this means it is to 
be used in bringing up the work, if behind schedule, or for review or quiz, 
if the work is on schedule. 

Motor Truck Drivers 

Instructors will become familiar with the duties of the truck driver and 
use every effort to impress upon such students just what their duties are and 
especially what they are not to do. It must be borne in mind that the driver 
does only the most elementary work on the truck, such as oiling and greas- 

MTOC 



General Statement Page 3 

ing, tightening loose bolts and nuts, changing spark plugs, filling the radiator, 
tightening loose wires, draining the carburetor, etc. He makes no actual 
repairs of any magnitude on the motor, or vehicle, except under the direction 
of the company mechanic. In view of the foregoing, the instruction should 
be confined to making the driver familiar with the construction of his vehicle 
and the relation of its parts, but not technically proficient in anything but 
the most minor repairs. Time may well be spent in training him to diagnose 
motor troubles by their symptoms, together with an understanding of their 
causes, so that he may know just what the trouble is, the seriousness of letting 
it go unattended, and the probable time required to make the repairs. Train- 
ing of truck drivers must be restricted by the foregoing consideration. 

Motor Car and Cycle Drivers 

Motor Cars and Cycles operate as independent units, therefore the drivers 
must be taught not only the general mechanism, etc., of the vehicles, but also 
the road repairs and adjustments which are commonly made on vehicles by 
skilled operators. It is often impossible to get a mechanic for this work and 
the driver must be able to make repairs of such character as will be perma- 
nent, so the training of such men in maintenance, as well as driving, must 
be of a thorough nature. 

Military Courtesies 

It is designed that all students should be instructed in military courtesy 
and all commanding officers and senior instructors should have copies of the 
pamphlet on "Military Courtesies" published by the Training Branch, M. T. C, 
and see that all students are instructed in conformity with the directions 
therein contained. 

The fact that an enlisted man completed a course in an M. T. C. School 
shall be recorded under "Remarks" on his Service Record, stating the course 
completed, the date and the general average of his work. 

M. T. C. Training Publications 

The following material may be obtained in quantities as desired by ap- 
plication to the Chief, Training Branch, Motor Transport Corps, Washing- 
ton, D. C. 

A. Report Forms for Use in M. T. C. Courses. 

1. Motor Transport Company Officers' Course, Forms M. T. C- 
289 and M. T.-290. 

2. Motor Transport Company Truckmasters' Course, Forms M. T. 
C.-291 and M. T. C.-292. 

3. Motor Truck Drivers' Course, Forms M. T. C.-293 and M. T. C- 

294. 

4. Motor Car Drivers' Course, Forms M. T. C.-293 and M. T. C- 
296. 

5. Motor Cycle Company Officers' Course, Forms M. T. C.-297 and 
M. T. C.-298. 

6. Motorcycle Drivers' Course, Forms M. T. C.-299 and M. T. C- 
300. 

7. Motor Transport Company Mechanics' Course, Forms M. T. C- 
301 and M. T. C.-302. 

M TOC 



General Statement Page 4 

B. Tables of instructional personnel for schools of different sizes. 

C. Tables of equipment for schools of different sizes. 

D. Blank diplomas for awarding to students in officers' courses at the 
completion of their courses. 

E. M. T. C. Curriculum of Field Service Training. 

F. Tentative Manual of Training of the Motor Transport Corps. 

G. Instructors' Guide for Motor Transport Company Officers' Course. 

H. Instructors' Guide for Motor Transport Company Non-Commissioned 
Officers' Course. 

I. Instructors' Guide for Motor Transport Company Drivers' Course. 

J. Instructors' Guide for Motor Car Company Drivers' Course. 

K. Instructors' Guide for Motor Cycle Company Officers' Course. 

L. Instructors' Guide for Motor Cycle Company Drivers' Course. 

M. Instructors' Guide for Motor Transport Company Mechanics' Course. 

N. Curriculum and Lectures for the M. T. C. Administrative Officers' 
Course. 

0. Course in Military Courtesies. 



MTOC 



Schedule of Classes 



MOTOR TRUCK OFFICERS' COURSE 
Schedule of Classes 

On the following pages is given, in tabular form, a schedule of class hours 
for the Motor Transport Company Officers' Course, basing it upon the re- 
quirements of the Curriculum. 

All courses for officer students shall be of not less than ten weeks' duration, 
by direction of the General Staff, so a four week period of military and army 
instruction is given prefacing the purely M. T. C. instruction given in the last 
six weeks of the course. This is done in order that the student may become 
in a measure familiar with Army practices and drill, before he devotes the 
major part of his time to purely technical work. 

It is to be understood that the schedule is subject to change, owing to local 
conditions, but it is given that it may afford a definite base of reference for 
all contemplated changes, necessitated by local conditions at the schools. 

Should it be desired to operate two sections at one time one section could 
follow the schedule as given while the other section would take the afternoon 
schedule of classes in the morning, and the morning schedule in the after- 
noon. By such a combination the maximum use of instructors and equip- 
ment is obtained. 



MTOC 



MOTOR TR VNSPORT < ORPS 
1\H UT1VE DIVISION TRAINING BRANCH 

I 11 i.D si l:\ li i: rRAINING 

MOTOR TRUCK SECTION 

ntlli 1 I NO III I I N 



FIRST v.i.l K 



Day 1 7 00-800 1 800-900 1 900-1000 1 1000-11 00 I 11 00-1200 1 1 00-2 00 2.00-3.00 1 3.00-4.00 | 4.00-5.00 


7.00-9.00 


1 Organization of Company and Issue of Equipment 


Study 


Infantry Drill Conference Infantry Drill "March* | 


Study 


1 j Confer) Infantry Drill 'March* | 




4 Infantry Drill Conference llnfantry Drill Conference 


Study 


S j Infantry Drill Conference llnfantry Drllll Conference "Viarch 


Study 


6 | Inspection 1 '"'""wriR?" Exam"" 00 " 1 




SECOND WEEK 




7 1 Infantry Drill Conference Infantry Drill Conference 


Study 


a Infantry Drill Conference Infantry Drill 


Study 


B Infantry Drill Conference Infantry Drill Conference 


ftudy 


10 Infantry Drill Conference Infantry Drill Practice March 


Study 


U Infantry Drill Conference Infantry Drill Conference 


Studs- 


12 1 Inaction llnfantry Drill Regulations 1 
12 | inspection Written Exam. 




THIRD WEEK 




13 Infantry Drill Conference Infantry Drill 


Study 


14 ! Infantry Drill Conference Infantry Drill Conference 


Study 


15 Infantry Drill Conference Infantry Drill 


Study 


1'. Infantry Drill Conference Infantry Drill 


study 


1 1 Infantry Drll 
17 Infantry Drill Conference Infantry Drill Regulations 

1 [WrtttenExam 


Study 


18 1 Innnectlon 1 Infantry Drill Regulations 1 
18 1 inspection written Exam. 




FOURTH WEEK 




19 j Infantry Drill Conference 1 Infantry Drill 


Study 


20 Infantry Drill Conference 1 Infantry Drill 


Study 


. 21 Infantry Drill Conference Infantry Drill 


Study 


22 Infantry Drill Conference 1 Infantry Drill 


Study 


^3 1 Infantry Drill 1 Conference 1 l0,M \ r v >;Drin Regulations j In(alltry Drm | 


Study 


1 1 Insnectlon 1 Infantry Drill Regulations 1 
** | inspection written Exam. 




FIFTH WEEK 


.nfantryDrll, A "'°HreT'° 8 | C^.e^ce | ^Lecturer" | *£&£?? 




26 | In ,.n,ry Drill A »S™ | ^0^0°? | £SS£ , 


Evening 
Convoy 


J7 1 Infantry Drill Auto^EnSneerlng 1 study or 1 Administration Field Work 
iniantrj Drm auw Engineering | Co „, mnce | Lecture U Lecture 11 


I hcorctical 1 ., , I 
2S Infantry Drill Auto Engineering Preparation Convoy 
1 Lecture IV | for t onvoy | Exercise II 


by 
Assign- 


88 j Infantry li., II Auto En^inee'rlnK |,. slu , dyor 1 Administration Field Work 
Lecture V | Conference | Lecture III Lecture 111 


ment 


1 1 Theoretical t n i 
30 Infantry Drill Auto Engineering Preparation 1 . ..i.voy 
Lecture VI for convoy | Exercise III 





MTOC 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION— TRAINING BRANCH 

FIELD SERVICE TRAINING 

MOTOR TRUCK SECTION 



SIXTH WEEK 



Day 7.00-8 00 800-9.00 *9.00-10.00 10.00-11.00 11.00-12 00 1.00-2.00 2.00-3.00 3.00-4.00 4.00-5.00 


7.00-9.00 


| Theoretical 1 Study or 1 Administration Field Work 
U Infantry Drill Auto Engineering Conference Lecture IV Lecture I\ 
Lecture VII 




Theoretical 1 Preparation 1 Convoy 
32 Infantry Drill Auto Engineering for Convoy 1 Exercise TV 
Lecture VIII 


Evening 


1 Theoretical | Practical 1 Study or 1 Administration Field Work 
33 Infantry Drill Auto Engg. AutoEngg. Conference Lecture V Lecture V 

1 Lecture IX I Exercise I 1 


Convoy 
by 

Assign* 


Theoretical 1 Preparation 1 Convoy 
34 Infantry Drill Auto Engineering for Convoy 1 Exercise V 
Lecture X 


1 Theoretical ] Practical | Study or 1 Administration Field Work 
35 Infantry Drill AutoEngg. Auto Engs. Conference Qui* Lecture VI 

1 Lecture XI t Exercise II I I 




Theoretical I Preparation 1 Convoy 
36 Infantry Drill Auto Engineering for Convoy 1 Exercise VI 
Lecture XII 




SEVENTH WEEK 


1 | Theoretical 1 Study or l Administration j Field Work 
37 Infantry Drill Auto Engineering Conference Lecture VI Lecture % II 
Lecture XIII 




Theoretical ] Preparation 1 Convoy 
38 Infantry Drill Auto Engineering for Convoy 1 ■ Exercise VII 
Lecture XIV 


Evening 


Theoretical I Study or 1 Administration 1 Field Work 
39 Infantry Drill Auto Engineering Conference 1 Lecture VII Lecture VIII 
Lecture XV 


Convoy 
by 

Assign- 


Theoretical 1 Preparation 1 Convoy 
40 Infantry Drill Auto Engineering for Convoy | Exercise VIII 
Lecture XVI 


1 Theoretical 1 Study or 1 Administration | Field Work 
41 Infantry Drill Auto Engineering Conference Lecture VIII Lecture IX 
Lecture XVII 




| Theoretical 1 Practical j Preparation 1 Convoy 
42 Infantry Drill AutoEngg. AutoEngg. for Convoy | Exercise LX 
[Lecture XVIIll Quiz 




EIGHTH WEEK 


Theoretical | Study or | Administration Field Work 
43 1 Infantry Drill Auto Engineering Conference 1 Lecture IX Lecture X 
Lecture XIX 




Practical 1 Preparation 1 Convoy 
44 Infantry Drill Auto Engineering for Convoy 1 Exercise X 
Exercise III 1 


Evening 


Practical 1 Study or 1 Administration 1 Field Work 
45 Infantry Drill Auto Englneernlg Conference 1 Lecture X Lecture XI 
Exercise IV | 


Convoy 

by 

Assign- 
ment 


Practical 1 Preparation l Convoy 
46 Infantry Drill Auto Engineering for Convoy 1 Exercise XI 
Exercise V 


Practical j Study or 1 Administration Field Work 
47 Infantry Drill Auto Engineering Conference 1 Quiz Lecture XII 
Exercise VI 




Practical 1 Preparation 1 Convoy 
48 Infantry Drill Auto Engineering for Convoy 1 Exercise XII 
Exercise VII 




NINTH WEEK 


49 | infantry Drill A«/jK2SUl.« | «.««&», | *%%£?&* L^re^III 




Practical | p„_„ rA , lnr , | Convoy 
50 Infantry Drill Auto Engineering «Uf??„5:.„? 1 Exercise XIII 
Exercise IX 1 l° r Con\oy | 


Evening- 
Convoy 


Practical l -. . 1 Administration 1 Field Work 
51 Infantry Drill Auto Engineering r-n„f»J«nn» Lecture XII Lecture XIV 
Exercise X I ^onterence | 


52 | Infantry Drill Auto Englnterlng | S?B?™ U ?" „ Co ? vo £,,, 
Exercise XI I ' or Convoy | Exercise XTV 


by 

Assign- 


Pructirai | „.„,„ „, 1 Administration 1 Field Work 
53 Infantry Drill Auto Engineering rwi}»ni» Lecture XIII Lecture XV 
Exercise XII | Conference | 


ment 


1 Practical 1 _. , 1 _ 
54 Infantry Drill Auto Engineering Preparation Convoy 

Exercise XIII I ,or Convoy | Exercise XV 




TENTH WEEK 


i 1 Practical | study or 1 .... 1 „ .. 
55 Infantry Drill Auto Engineering Conference 1 Administration Field work 
Exercise XIV Lecture XIV Lecture XVI 




1 | Practical 1 Preparation 1 
56 Infantry Drill Auto Engineering for Convoy 1 Convoy 

I Lecture XV and Quiz 1 Exercise XVI 




Practical | Study or 1 1 
57 Infantry Drill Auto Engineering Conference Administration Field Work 
Exe.-clse XVI Lecture XV Lecture XVII 


Evening 
Convoy 


Practical | Preparation 1 
58 Infantry Drill Auto Engineering' for Convoy 1 Convoy 

Exercise XVII Exercise XVII 


Assign- 


w 1 infant™ r>.ui Infantry Drill Practical Auto Engineering. Exercise XXIII 
59 inlantry Drill Written Examination Written Examination 




BO 1 Tnf.ntrv nrlll Administration Field Work 

ou inlantry Drill Written Examination Written Examination 





'Exercises XVIII to XXII Inc., Practical Auto Engineering, not listed 



> be given at the discretion of the instructor by special assignment. 



MTOC 



/.-;,/,/ Work—Leetun I Page 1 



MOTOR TRANSPORT CORPS 

I i [ TIVF DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE I 

General Organization, M. T. C. 

The purpose of these lectures is to acquaint the men of these classes with 
the organization of the Motor Transport Corps and the method of operation 
of the Service of Supplies and its subdivisions. 

Men can become more efficient in the performance of their duties when 
they have a complete understanding of just what is required of the service to 
which they are attached and the duties they bear to that service as individuals. 

When a member of this class realizes that he is an important cog in a wheel 
he can understand that as a cog, he might tie required at any time to play an 
important part in the success of some operation undertaken by our Army. 
There is only one way to be sure that he will be able to perform his duty when 
called upon, and that is by paying the very closest attention to lectures and 
instructions given here. 

It was the Camion Service (Motor Transport Corps of the French Army) 
that saved the day at Verdun. When the German advance on this fortress 
started it was practically gutted. Supplies had to come up if the city was to 
be held. The Camion Service was called upon to meet the condition and be- 
cause it was efficient and functioned with perfect discipline and understand- 
ing, the city was saved. Our own service played an extraordinary and decisive 
part at Chateau-Thierry in the support of the Marine Corps. This is the kind 
of effectiveness we must be able to deliver when we are called upon, perhaps 
under the worst conditions. Efficiency should ever be the watchword of the 
M. T. C, because it is the organization that "delivers the goods." 

The Motor Transport Corps is a new branch of the service only so far as 
the name is concerned. There have always been lines of communications, 
Service of Supply, etc. When all is summed up there are only two services or 
divisions of an Army, no matter how large or how small, one for operations 
and the other for maintenance and supply. In other words, any army unit 
is either actually used in an operation or to maintain and supply one. 

The chart shows the general organization of the A.E.F. and what bearing 
our service has to the other branches. First, there is the Commander-in- 
Chief, General Pershing. Then come the Chief of Staff, the Deputy Chief of 
Staff and the Assistant Chiefs of Staff who are the heads of various branches 
of the Service, operating, or maintenance and supply. You will notice that 
the chart shows that the two divisions of the army are combat and S.O.S. For 
the better understanding of the lectures to follow, adopt these terms as 
standard. 

The S.O.S. extends from the base, which is a port, to what is known as the 
Zone of the Army. The S.O.S. is subdivided into six Base Sections, an Inter- 
mediate Section and an Advance Section, the commander in charge of each 

M TOC 



Field Work — Lecture I Page 2 

of the above sections being responsible to the general commanding the S.O.S., 
who is, in turn, responsible to the Commander-in-Chief. 

Now for a word in explanation of the figures shown on the A.E.F. Organi- 
zation Chart. Combat troops are those actually fighting in the zone of the 
army or zone of the advance, such as all men in trenches supporting the artil- 
lery, the supply, ammunition, engineer and motorized machine gun battalions, 
all of which are attached either to a combat Army Corps or Division. On 
the other side we have the Maintenance or Supply, known as the S.O.S. It is 
the duty of the S.O.S. to furnish all the material and equipment to the combat 
elements. Grouped under this service are the Motor Transport Corps, Quar- 
termaster Corps, Transportation Service, Ordnance Department, Medical 
Corps, Air Service, Chemical Warfare Service, Signal Corps, and Corps of 
Engineers. These are the main branches of the S.O.S. 

In the diagram showing the divisions of the first army, you will notice that 
there are five Army Corps and that under each army corps there are four 
combat divisions, one depot, and one replacement division. A Motor Trans- 
port officer is attached to each division in charge of all motor vehicles and 
motorized organizations serving the division. All trucks of the S.O.S. may 
at any time be called upon by this officer to proceed wherever they are needed, 
irrespective of the branch of the S. O. S. to which they belong. For example, 
if a troop movement is necessary a truck in the supply service could be util- 
ized for the purpose temporarily, as provided for in General Orders No. 74 
A.E.F. — 1918. 

At Headquarters Service of Supply is the Director or Chief of the Motor 
Transport Corps, A.E.F. As an assistant there is a Deputy Director M.T.C., 
and in addition an administrative assistant in charge of all administrative 
matters, and a service assistant, who is the technical man and advisor, the 
chief inspector and co-ordinator of the M. T. C. Following is a chart showing 
the above organization : 



DIRECTOR 
M.T.C. 



DEPUTY 

DIRECTOR 

M.T.C. 



ADMINISTRATIVE : : SERVICE 

ASSISTANT : : ASSISTANT 



: OPERATIONS : : MAINTENANCE 
: DIVISION : : DIVISION 



You will see at a glance that the organization of the M.T.C. is very similar 
to that of the A.E.F. inasmuch as it adheres to the two classifications of serv- 
ice, one being operation, the other maintenance. First we have the Opera- 
tion Division which has charge of every Motor Transport working in the 
Service of Supply, and also exercises a technical supervision over all motor 
transport units of the A.E.F., whether serving combat troops or in the supply 
service. Second we have the Maintenance Division of the M.T.C. which has 
charge of the upkeep of all motor vehicles, supplies and spare parts. It sees 
to all repairs except those small ones handled by the company in the field, 
at the following M.T.C. Parks: 

M TO c 



Field Work — Lectm i / 




I 
I 

\ 
I 



M TO C 



Field Work — Lecture I Page 4 

1. The Service Park, which is nothing more or less than a truck equipped 
with a lathe, a drill press, etc. 

2. The Overhaul Park, which handles the heavier repairs. 

3. The Reconstruction Park,which handles all the salvaging and re-build- 
ing of trucks, motor cars and motorcycles. 

The Operations Division has charge of motor transport units serving the 
S.O.S. and exercises a technical supervision over all motor transport units in 
the A.E.F., whether serving the combat troops or the supply. Motor Trans- 
port Corps officers and noncommissioned officers are trained to be either oper- 
ating men or maintenance men, and will be listed upon arrival in France 
under one of these two classifications. 

The road work is sometimes more important than the maintenance work, 
because material in France is worth about three times as much as it is in 
America. A truck worth $5,000 here is worth the equivalent of $15,000 or 
$20,000 in France. A screwdriver, monkey wrench, spark plug, or any piece 
of material has the same relative increase in value. When the officers and 
noncommissioned officers have trained their men to operate motor vehicles 
with this in view they have accomplished a great deal of their work. 

The quickest way to accomplish this result is to have discipline both in camp 
and on the road. Discipline does not mean that every time an officer comes 
in sight the men have to stand like stone images, and when the officer's or non- 
commissioned officer's back is turned, slump back carelessly. It goes deeper 
than that. Discipline in the French and British armies is so perfect that a 
man who is told by his commander to observe a list of "do's" and "don't's" 
will do so. A man told that he is to clean and grease certain parts of his 
truck every day, or that he is to run his truck at a certain speed, will obey 
the order whether or not the officer is present. 

The sooner you instil into our drivers this idea of discipline, the more 
efficient you make the service. The place to do this is right here while the 
man is in training. See that a driver keeps the proper distance in convoy. 
See that he keeps to the right of the road. See that his behavior and his 
actions are irreproachable. 

As regards discipline, the convoy formation on the road is just the same 
as an infantry unit marching. A truck operates on the road alone. The cor- 
responding unit in the infantry is a soldier. Before a man can drill in com- 
pany formation he must be taught to drill alone. After that he is taught the 
school of the squad and later to drill in company formation. In the same way 
a man must be taught to drive his truck alone as a unit. Then he can go into 
a section. When he can operate properly in a section, he should be able to 
operate in company formation. When the company commander has his ser- 
geants and men so trained that they can operate in a company, they go into 
train formation. When the train can operate properly, the train commander 
is called upon to have his train take part in group formation of two or more 
trains. 

Last November a truck company in France operated in a movement of 
troops from central France up to Peronne. There were 5,000 trucks on the 
road. They were gone two weeks and had four hours' notice to prepare for 
the trip. None of the men in the American companies knew anything about 
long troop transports, but they learned a great deal before the two weeks 
were up. Because of their ignorance concerning troop transports and how to 
operate in a large formation, these men delayed the whole movement. There 
were men driving trucks who insisted on doing everything but the right thing. 
There were more sergeants "broken" and more court-martials after that 

M TOC 



Field Work — Lecture I Page 5 

transport than in all other months. They had been told, in some cases in a 
half-hearted way, that they should not do this and should not do that, and 
most of the companies had never been disciplined properly. It was a big 
lesson for the unprepared ones, and proved that the mainstay of the Motor 
Transport organization is strict discipline at all times, whether on the road 
or in camp. 

Field work changes every now and then with conditions. For instance, 
until this spring most of our work had been for trench warfare, but open war- 
far in the spring drive became the sensation of the hour. There is practically 
no more trench warfare, a condition that has greatly changed the transporta- 
tion question. If trench warfare returns, we shall have to adjust ourselves 
again. You may get instructions from time to time to change this or that, 
but the fundamental things will not alter. These have been worked out for 
four years and are permanent; for instance, distance between trucks, signals, 
oiling and greasing rules, etc. 

You may think that sometimes we insist upon rules and regulations which 
seem useless, but when you get to France these are all useful and obligatory. 
If we prescribe certain distances going through towns and insist that you 
keep on the right hand side of the road while training here, remember you 
are training for service on the other side. This applies to many of our train- 
ing rules. The aim is always the same — to make our men efficient for 
overseas, and to teach them to think in terms of the Motor Transport Corps 
in the A.E.F. 



M TOC 



Field Work — Lecture II Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE II 
Convoy Theory and Rules 

Subjects treated in this lecture include convoy theory and rules, the simi- 
larity between motor vehicles and infantry troops marching, and the need for 
co-ordination through discipline and formation. 

Rules op the Road 

During the past four years of war the motor transport service of the allied 
armies has developed a number of very strict rules and regulations dealing 
with road distances, rates of speed, etc. The M.T.C. of the American army 
has attempted to combine this previous experience with its own expei*ience 
and has adopted similar regulations. The distances to be maintained by ve- 
hicles operating in convoy in the A. E. F. are the following: 

Between vehicles on the road outside of cities, villages and towns at aver- 
age speed; 20 yards or 3 truck lengths. 

Between sections on the road outside of cities, villages and towns at aver- 
age speed; 40 yards or 8 truck lengths. 

Between vehicles passing through cities, villages and towns at average 
speed ; 5 yards or 1 truck length. 

Between sections passing through cities, villages and towns at average 
speed; 25 yards or 5 truck lengths. 

Between vehicles haulted; 5 yards or 1 truck length. 

Between sections halted; 15 yards or 3 truck lengths. 

These distances may, of course, be modified under exceptional conditions. 
For instance, if a truck company operating at the front is subjected to bom- 
bardment, either by aviators or artillery, the officer or noncommissioned offi- 
cer in charge immediately gives orders for the convoy to spread out, taking 
distances of from 100 to 150 yards between vehicles. This is done for the 
same reason that an infantry company, when subject to shell fire, deploys into 
extended order to scatter the target over a greater area. 

A convoy ascending or descending a hill must increase the distance be- 
tween trucks to lessen the danger of collision in case a truck should tempo- 
rarily become uncontrollable on a hill. Upon approaching a hill the first trucks 
of a convoy should speed up to avoid "jamming" at the approach to the hill. 
Likewise, the first few trucks should slow down after coming down a hill until 
proper distances are again attained. 

Upon approaching a town the first truck of a convoy should slow down to 
allow the rest of the trucks to close up to the proper distance for passing 
through towns. Likewise the first truck should temporarily increase its speed 
upon leaving a town to permit the remaining trucks to take their correct 
road distance without slowing down the speed of the entire convoy. The 

MTOC 



Field Work—Lecturt 11 



Page 2 



speed of a convoy is taken from the last truck, while the proper road spacing 
is taken from the first truck. 

The proper starting and stopping of a convoy should be given a great deal 
of attention during the training period. 

All vehicles in a section should start at the same time. When starting, 
vehicles should not exceed a speed of more than two or three miles an hour 
for the first 100 yards so that the vehicles may take their proper distances on 
the road. A section should not start until the Section Commander has as- 
sured himself that all vehicles are ready to start. This can be determined 
by vocal, visual, and whistle signals. 

All vehicles of a convoy should stop gradually, pulling well over to the right 
hand side of the road while reducing speed, the assistant driver giving the 
signal "Halt" to the vehicle behind. When a convoy stops, the proper dis- 
tances between vehicles and sections will be maintained. Care should be 
taken not to block streets, cross-roads or road forks. 

One signal which is not mentioned in the manual, as you may not use it very 
frequently, is the signal for reversing. The signal for reversing in case you are 
attacked by shell fire, is to swing your right arm high above your head in wide 
circles and blow the whistle as hard as you can. This is a sign for the whole 
convoy to turn around as fast as possible. The best way to train the outfit 
to execute such a movement is to instruct them that immediately after the sig- 



\ 



^c 



^ 



Xz 



Method of Reversing Direction of Travel, and at the Same Time Keeping 

Road on Right 

nal is given they should back up, turn and pull around in the reverse direc- 
tion. If the road is not wide enough they may have to steer their trucks 
until they have them in the proper direction, but ordinarily they can turn 
around. It is advisable to practice these moves. Every truck must back in 
the same direction and at the same time, to get away as quickly as possible. 
This is essential because the slightest irregularity is apt to cause confusion. 

In order to facilitate transportation, the following road rules and practices 
must be adhered to : 

The question of passing vehicles on the road, or as it is known, "doubling" 
another vehicle, is a matter of great importance, and rules for doubling must 
be strictly observed by all. The following are a few of the most important: 
In villages never double vehicles going in the same direction. A slower 
moving convoy must never be doubled unless the doubling can be done without 
confusion. Never double a halted convoy, a halted body of troops, or a body 
of troops moving in the same direction without first getting the permission of 
the officer in charge of the convoy or the troops to be doubled. 



MTOC 



Field Work— Lecture II Page 3 

The foregoing rules for doubling do not apply to vehicles operating on 
military police roads or what are known as "routes gardees." These are the 
main thoroughfares at the front and it is absolutely forbidden for one truck 
to double moving vehicles proceeding in the same direction. Touring cars, 
motorcycles, and light delivery trucks, such as Fords, Dodges, etc., may 
double other vehicles when the traffic on the road will permit such doubling. 
The rule that a convoy cannot double another convoy on routes gardees must 
be strictly obeyed to eliminate congestion on the main thoroughfares behind 
the front. 

All signs and notices posted on the routes gardees must be strictly obeyed. 
All instructions given by road guards, whether they contradict the driver's 
instructions or not, must be complied with. Never stop your vehicle on a 
route gardee. If a vehicle breaks down, it must be moved by towing or other 
means well to the right of the road ; if possible, completely off the road. Turn- 
ing around on a route gardee is prohibited. One-way roads marked "sens 
unique" are very common at the front, and going in any direction except the 
direction indicated by the road signs is absolutely forbidden. 

Additional road rules which have been complied with are as follows: 

When a convoy is stopped, all men must keep off the road. 

The convoy must be kept together. 

Drivers must at all times keep in touch with the truck immediately behind 
them, as the truck behind is the truck that governs the speed of the convoy. 

A driver will never abandon his vehicle except by order of his Command- 
ing Officer. 

The use of a muffler cut-out is absolutely forbidden at all times. 

Motors must not be left running more than one minute when the vehicle is 
standing. 

Always give appropriate signals when changing direction or stopping. 

Do not smoke while driving. 

Do not allow unauthorized persons to ride on your vehicle. 

In descending a steep hill, use the engine as brake by shifting to a lower 
gear. 

When stopped on a hill, put a block under the rear wheel. 

Pay attention to road signs and signals. 

Except in cases of emergency, no person except the driver regularly as- 
signed to it may drive any motor vehicle. 

Never under any circumstances, fill the gasoline tank or work on the car- 
buretor in the presence of a naked flame or an oil lantern. Use an electric 
torch. 

One of the most practical ways to avoid accidents, damages to vehicles and 
property, and thereby unnecessery congestion and delay, is to drive at a sen- 
sible rate of speed. The maximum speed limits are the result of previous 
experience which has taught the military authorities that the speed of vehicles 
operating on military roads must be held down. The following maximum 
speed limits are therefore rigidly adhered to in France : 

In Cities and Villages 

Trucks 8 miles per hour 

Passenger cars, ambulances 10 miles per hour 

Motorcycles 10 miles per hour 

M to c 



Field Worh—Lectun 11 Pa 9^ 4 



On Open Roads Outside Cities and Villages 

Trucks 12 miles per hour 

Ambulances 14 miles per hour 

Passenger cars and motorcycles 35 miles per hour 

When convoying on narrow winding roads which pass through forests or 
are so artificially camouflaged that it is difficult to observe anything very 
far in front or rear, an additional system for keeping in contact has been 
devised. 

For instance: Imagine a convoy passing along such a road. There is a 
sharp bend immediately followed by a fork in the road. The company staff 
car has preceded the convoy and the officer has determined which road to 
take. It is necessary for him to precede the convoy. The first truck of the 
convoy has arrived at the fork of the road, while the second truck of the con- 
voy is not in sight. It is clear that if the first proceeds, it will be impossible 
for the second truck to determine which road the convoy has taken. In a case 
like this, it is customary for the first ti-uck to slow down or stop long enough 
for the second truck to come into view and to allow its driver to see which 
direction the convoy has taken. Then the first truck will proceed, and the 
second truck will wait at the fork of the road for the third truck, and so on 
down through the convoy. 

Another practical way of keeping contact under such conditions is to sta- 
tion the second driver of the the first ti-uck at the fork of the road, instructing 
him to direct the trucks to take the correct road and to get on the last truck 
on the convoy and continue with the company. 

In case the road referred to is under heavy bombardment, the latter method 
is by far the most pi'acticable and safest for keeping in contact, because it is 
not advisable to delay any length of time on a road under shell fire. Never- 
theless, in cases like this, it is impossible to lay down definite rules and regu- 
lations and it is up to the company commander to use his own judgment. 

The noncommissioned officer alone is responsible for success or failure with 
a "split convoy." In such a case a convoy is divided into groups of different 
sizes and each group is sent to a different place in charge of a truckmaster 
or assistant truckmaster. 

The noncommissioned officer is thrown entirely on his own resources. It is 
unlikely that he can communicate with his commanding offiecr during the 
entire day. He must provide for all the needs of his section. When the sec- 
tion arrives at a park, he must make arrangements for loading and unloading, 
mess, etc., and here, as on the road, he must act on his own responsibility. ' 

The importance of the foregoing is apparent when it is considered that ap- 
proximately three-fourths of all our convoys in France are operated as split 
convoys. 

At this point it is also well to remember how important a knowledge of 
French is to the truckmaster and his assistants. We receive most of our en- 
gineering material and a great deal of our supplies and ammunition from the 
French. In another lecture will be given the most necessary English words 
and their equivavlent in French. Some of the common terms should be 
learned, especially words and phrases relating to automobiles. If you know 
how to ask a French driver if he has a spark plug, a jack, or other tool when 
you are stalled on the road, it may save you a great deal of trouble. Learn 
the French terms for automobile parts, ammunition supplies and different 
material, and get acquainted with the phrases used in everyday life. 

M TOC 



Field Work — Lecture II Page 5 

If a convoy is shelled on the road, it is the first duty of the noncommis- 
sioned officer to save the trucks entrusted to his care. He must make this his 
primary object. 

It is usually advisable to put the company mechanic on the last truck of the 
section, as the convoy may be split en route. Very often a section arrives at 
a park to load, and the noncommissioned officers have to take three trucks 
to a certain place, five to another place, and the rest to still other places. 
Under these cix*cumstances it is advisable to put the three trucks in the first 
section under an assistant truckmaster, the five trucks of the next section 
also under an assistant truckmaster, and form the rest into a third very large 
section, in charge of the truckmaster. With this arrangement a noncommis- 
sioned officer is directing each group. This plan should always be used in 
similar cases, as it is imperative to have a noncommissioned officer in charge 
of each independent group of trucks. Where only one truck is concerned a 
good di'iver able to read road maps should be entrusted with it. 



M TOC 



Field Work— Lecture HI Pa 9 e x 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE III 
Convoy Rules 

The first thing we will take up today will be convoy rules: distance, signals, 
etc. Convoy rules are simple and few in number; every officer, noncommis- 
sioned officer, and enlisted man in the M. T. C. must know the road rules. The 
failure of any man in a crisis would stop the entire train, and might mean 
the loss of hundreds of lives. 

The convoy rules are as follows: The distance between vehicles in close 
formation is 7 yards, or one truck-length ; between sections 20 yards or 3 truck- 
lengths; between companies 40 yards or 6 truck-lengths; between trains 60 
yards or 9 truck-lengths. The distance between vehicles in open formation is 
20 yards or 3 truck-lengths; between sections 40 yards or 6 truck-lengths; be- 
tween companies is 80 yards or 12 truck-lengths; between trains 100 yards or 
15 truck-lengths. The distance between vehicles in halted formation is the 
same as in close formation. 

These rules are at the prescribed speed, which will be taken up later. 

Exceptional circumstances may justify modifications of road rules, for ex- 
ample, if a truck is under shell fire, or bombardment by aviators or artillery, 
the commanding officer or noncommissioned officer in charge immediately orders 
the vehicles to separate to distances of 100 to 150 yards. The reason for this 
is the same as spreading an infantry company under shell fire, deployment into 
extended order for the purpose of scattering the target over a wider range. 
The distance will also change slightly going down grade; that is, the distance 
may be increased to avoid collisions. The leader should accelerate, allowing 
more space between trucks, but care should be taken that this does not throw 7 
the entire train or company out. The leading truck should slow up after de- 
scending, and then get the proper distance. 

Signals are one of the most important factors in convoy. The following are 
the proper signals to be used in all cases except where conditions necessitate 
the use of verbal signals: 

Attention: The whistle signal for attention is several short blasts of the 
whistle. The arm signal, the right hand from the wrist moved sharply from 
side to side above the head. 

When the attention signal is given the assistant driver assumes the posi- 
tion of a soldier at attention just back of the left front hub, facing the head, 
of the column. 

The truckmaster takes position two yards to the left of the front wheel hub 
of the leading truck in the first section. 

The assistant truckmaster in the first section takes position 1 yard to the 
left of the front left hub of the second truck in his section. The assistant 
truckmasters of sections 2 and 3 stand one yard to the left of the front left 
wheel hub of the first trucks in their section. 

M T o c 



Field Work— Lecture III Page 2 

The chief mechanic takes position 1 yard behind the assistant driver of the 
repair truck. 

The assistant mechanics take position 1 yard behind the assistant drivers 
of the last trucks in the first and second sections. 

The signal attention, we must remember, is a command just as much as it 
would be in an infantry formation, therefore we must have the same snap in 
executing it. When signal is given every assistant truck driver in the com- 
pany should, without loss of a second, jump to the ground without touching the 
vehicle; that is, he should not and must not slide down the side in a sluggish 
manner. There is nothing that shows lack of discipline more than to see the 
assistant drivers jumping off the trucks at different times. The 27 assistant 
drivers should come to attention and move as one man. 

In convoy formation on the road the driver does not move, but sits erect 
in his seat until the signal crank motors is given. This is the only time the 
driver does not take his regular position of attention on the ground. 

Crank Motors. — The whistle signal for crank motors is two long blasts. The 
arm signal, circles described in front of the body with right hand. 

At this signal the assistant driver who is standing at attention goes to the 
front of the truck and cranks the motor with the left hand. This is also a 
command and must be carried out with smartness and snap. When the com- 
mand crank motors is given the driver turns on the switch. When the motor 
starts the driver places the gear shift in first speed. While the driver is doing 
this the assistant driver takes his place on the running board of the vehicle. 
As soon as the assistant driver is sure that the truck is in first speed and ready 
to move he raises his left arm 45 degrees from a vertical position; by doing this 
he notifies the assistant truckmaster that the truck is ready to move. When 
all the arms are raised in his section, the assistant truckmaster raises his left 
arm and faces the truckmaster, awaiting the signal to move. 

The whistle signal forward is one long blast. The arm signal is: the right 
arm raised over the head and lowered to a horizontal position in front of the 
body. The movement of the arm indicates the direction of travel: 

Right here let us emphasize that all signals must pass through the following 
channels: the company commander gives his orders to the truckmaster, the 
truckmaster passing them on to the assistant truckmaster, the drivers picking 
them up from him. This is very important and the company commander 
should see that it is carried out in a manner just described. 

The driver does not take the signal from the truckmaster or commanding 
officer, but from the assistant truckmaster who is in charge of his section. 

When the assistant truckmaster gives forward, the drivers engage the 
clutch, and all the vehicles start at the same instant. 

Speed up: no whistle signal, but the forearm is carried to the shoulder and 
the hand rapidly thrust upward several times. This signal should be used only 
when necessary, as it is likely to cause more or less confusion. 

Slow down: no whistle signal. Arm extended upward and to the side at an 
angle of 45 degrees, and the hand moved up and down from the side. The 
truckmaster gives the signals and the assistant truckmasters take them from 
him ; then the assistant truckmasters pass them on. 

Shut off motors : two short and one long blast of the whistle. Arm signal : 
the arms crossed in front of the body at the waist, and moved sharply from 
side to side. The truckmaster gives the signal and the assistant truckmasters 
pass it on to their respective sections. Care should be taken to give the hand 
signal just as stated and that every man in the company understand it thor- 

M TO C 



Field Work— Lecture III Pa 9 e 3 



oughly, since the hand signals are used under certain conditions without any 
whistle. 

Reverse convoy: the whistle signal is several short and one long blast. The 
arm signal: the truckmaster describes large circles above the head with the 
right arm. The assistant truckmasters pass the same signal to the assistant 
drivers, who then jump out and get in front of the truck, giving the back-up 
signal, which will be taken up later in the lecture. The driver stops the 
vehicle, puts it in reverse, and backs truck to the left of the road. The wheels 
are cramped to the right. The first speed is engaged and the trucks move 
around and forward to the right side of the road, taking up the prescribed 
distance. At the completion of this movement the company will be in a re- 
versed position. It will be necessary to change the markers so that they will 
be in the proper place. The company proceeds without further orders when 
trucks have reached their places. 

Back up is an arm signal. The forearms raised vertically, hands in front 
of and opposite shoulders, arms moved forward horizontally in the direction 
the trucks are moving. The palms held toward the trucks is signal to back; 
back of hands toward the trucks indicates signal for forward movement. 

Care should be taken with this signal that every man moves his hands in the 
same way. This will take some training as the men are inclined to slur the 
signals, substituting their own ideas of how it should be done. It is very 
hard for the driver to know just how he is to move his wheels unless the signals 
are correctly given. If the men are well trained and work together, the driver 
and his assistant can back the truck in small space and difficult places. The 
correct signal will be found in the M.T.C. regulations and in the Advance 
Notes. 

The driver should never look around while backing his truck. Verbal sig- 
nals may be used at night. 

Assemble: One long, one short, one long blast of the whistle. The arm sig- 
nal : Truckmaster takes his position at the head of the column of trucks, on 
flank, where assembly is to be made, and describes small circles above the head. 
This should not be confused with the reverse convoy signal; the only difference 
is the size of the circles. 

It is the duty of the company commander to see that these signals are carried 
out just as they are described in regulations, and to allow no signals to be used 
that are not authorized. Unauthorized signals invariably cause trouble and 
confusion. 

The general purpose of the motor convoy is the efficient transport of person- 
nel and material. The success of all convoys depends upon the proper func- 
tioning of the vehicles, the training and discipline of the personnel, and the 
exactness and initiative displayed by officers in the performance of their duties. 



M T C 



Field Work — Lecture IV Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE IV 

Organization of Motor Transport Company 

The duties of a company officer on the road are many. He must be on the 
watch at all times, because the success of the entire company depends upon 
the manner in which he conducts his men and company. His duties are differ- 
ent from those of officers in other branches. To have an efficient organization 
he must spend most of his time with his men. He must be very careful that 
discipline does, not become lax. He must also be thoroughly familiar with the 
office work, but we will not take that up in these lectures. 

The company commander is responsible for the vehicles and all the equip- 
ment, tools, etc. He must impress upon the men that they also are responsible 
to him and with him. It is his duty to choose competent noncommissioned 
officers to assist him in his work. He must see that all the rules and regula- 
tions of the Army and of the Motor Transport Corps are observed. He must 
see that any man who violates the rules of the Army and of this Corps is 
disciplined or punished according to military procedure. When the company 
is in convoy the commanding officer must see that the orders, rules and regula- 
tions of the M.T.C. are rigidly obeyed. 

Before a convoy starts the commanding officer will see that the supply of 
gasoline is adequate for the trucks, that rations and clothing for the men are 
sufficient, and that cargo is properly loaded. While the men are getting ready 
to leave he should spend his time inspecting the company, observing each truck 
and man, and seeing that everything needed is loaded; taking into considera- 
tion the length of time that they will be away, or when they will be able to get 
more supplies. He will also provide himself with the necessary maps, passes 
and orders. The truckmaster will assist the company commander in making 
his inspection. They will together inspect the loaded supplies and equipment. 

The commanding officer can, if he wishes, have the assistant truckmaster 
hold the informal inspection, but this is not desirable and should only be done, 
when some exigency precludes the commanding officer and truckmaster doing 
it. When the assistant truckmasters hold the informal inspection the assistant 
mechanic will report to the truckmaster, and the truckmaster to the company 
commander. 

When the company is halted the company commander will see that the 
drivers and assistant drivers do whatever is necessary to prepare the vehicles 
for an immediat start. He should then go over his company, making an in- 
formal inspection. He should also see that his noncommissioned officers are 
on the job, looking over the trucks, and instructing the drivers to grease, etc. 
Every second of time should be spent on the machines. It is the duty of the 
commanding officer to see that before the men are given rest, the convoy is 
prepared and ready to start at the command. 

MTOC 



Field Work— Lecture IV Page 2 



At times the company commander will find it unnecessary to accompany the 
convoy, or in some cases the company will be split up, half of the organization 
goii g one place, and the other a different direction. In such cases it is for him 
ride which convoy is the more important and accompany it. He should 
then send the truckmaster with the other section, or if it is only one or two 
trucks, one of the assistant truckmasters may be placed in command. If the 
company is so divided that the number of assistant truckmasters is not suffi- 
cient, the commanding officer will then appoint his best drivers as acting assist- 
ant truckmasters for each group assigned to duty. 

Under the above conditions only should the company commander send the 
company out under the truckmaster or assistants, as his place is in active 
command, and he should be with the company at all times. Usually his place 
is in the rear of the company, but from time to time he should pass the vehicles 
in convoy to assure himself of their efficient operation. The commander should 
be on the watch for all vehicles compelled to fall out, and give the necessary 
instructions. He should remain no longer than is necessary to give instructions 
to the driver of a vehicle that has fallen out. He should then go on with his 
company. Of course, when going over unfamiliar roads, it is his duty to pre- 
cede the convoy. Before leaving the convoy he will tell the truckmaster what 
to do in his absence, how long he will be away, etc. If the company commander 
has reasons to believe that he will be^ away from the company for a consider- 
able length of time he should tell the* truckmaster where to halt the company 
until his return, or where he will meet the company. 

The company commander should, before entering a large town or city, tfass 
through it in advance of his company, obtaining all information regarding 
road conditions, traffic rules, etc., first telling the truckmaster where to halt 
the company, awaiting his return. Of course, in convoy, there will be other 
times when it may be necessary for him to leave, but he should leave only 
when it is absolutely necessary. 

When the company commander is in the rear of the train, the truckmaster 
is the guide ; he rides in the first truck of the first section unless the company 
commander places him at some other station. 

All railroad crossings must be examined before the arrival of the company, 
and if necessary a man, usually the assistant driver of the first truck in the 
first section, stationed there to pass on orders. The commander should state 
how many trucks should pass over a bridge at one time, usually one truck to a 
span. The man posted at a railroad crossing or a bridge tells each driver as 
he passes the orders of the commanding officer. The man stationed as a guide 
is picked up by the last truck in the company or train. When the convoy is 
halted, he resumes his original position. It is not good policy to split a com- 
.pany; but should it happen, it is best to split the company at one of the sec- 
tions. There have been instances where the men who were stationed as guides, 
jumped on the commanding officer's car. This should not be permitted. The 
man should ride only when invited by the commanding officer to do so. 

The commanding officer is l'esponsible for his equipment. Therefore he 
should not permit the vehicles under his command to go on ground that may 
injure them, such as soft ground, etc. If the commanding officer should, 
through an accident or error, put his company in such condition as to cripple 
it badly, he should try his utmost to get it in shape without communicating 
with his superior officer. 

In crossing bridges caution should be observed. In France, for example, 
each bridge bears a sign giving its capacity (the maximum weight it will 
stand). Very little leeway is given, and strict attention must be paid these 



MTOC 



Field Work — Lecture IV Page 3 

signs. It is the duty of the commanding officer to see that all the men in the 
organization learn the different road signs, and are able to understand them. 

If the enemy is shelling a bridge, the crossing should be effected immediately 
after a shell has alighted, as bombardment is generally methodical, and there 
is an interval between shells. 

When the company is traveling independently, and it becomes necessary to 
pitch a new camp, it is the duty of the commanding officer to be there, as there 
are many things to do that require his attention. The first thing he must do 
before making camp is to go well in advance of his company and consult with 
the military authorities. He should make sure that the camping ground is 
suitable for the men, that it is not a damp or wet place, and that space can be 
had nearby in which to park the vehicles. 

In the territory of the service of supplies, towns and villages are generally 
under civil control. At the front they are under military control. In each 
town or village the mayor, or major, should be consulted before the camp is 
established, as he may be of considerable assistance. In parking the vehicles 
on a dead street or on soft ground, always keep the vehicles together, and if 
possible under the cover of trees for protection against enemy airplanes. 

These are only a few of the duties of the officer in charge of a convoy com- 
pany; he must be ever on the alert. 

The duties in the field of the second in command are much the same as those 
of the commander; to act in his absence, to assist him in all his duties, and to 
perform such tasks as are assigned to him by the commanding officer. At times 
it is necessary for the second in command to take over in whole or in part the 
responsibilities of the commanding officer. He must be prepared to do so at 
any time. 

The truckmaster holds a very important position. He is the first sergeant, 
and therefore is the immediate executive. He dispatches all truck convoys, 
attends to all calls, such as fatigue details, roll calls, etc. He transmits all 
orders and directions of the commanding officer, and is directly responsible 
to him. 

The chief mechanic is a sergeant and the assistant mechanics aae corporals. 
The chief mechanic is responsible for the mechanical condition of the vehicles 
of the company at all times. It is his duty to see that the assistant mechanics 
do their work and that they are efficient. He should also oversee all impor- 
tant work. He receipts for the equipment of the repair truck, tools, spare 
parts, etc. 

The assistant mechanics are generally assigned to sections, but they at all 
times work under the direction of the chief mechanic. 

The assistant truckmaster is the chief of his section. He is to his section 
what the truckmaster is to the company. He should at all times maintain dis- 
cipline. He is the intermediary between his men and the truckmaster. If a 
man wants to speak to the commanding officer he must first get permission 
from the assistant truckmaster, and then the truckmaster, who will try to 
straighten the matter out. If it is necessary, the truckmaster will give the 
driver permission to speak to the commander. 

All orders for the drivers should go through the assistant truckmaster. 
It is also his duty to see that the men are properly clothed. If the men are 
not properly clothed he should report the fact to the truckmaster. He should 
at all times woi-k with the assistant mechanic on informal inspection, making 
sure that his section is always in good condition and ready to move at any 
time. The assistant truckmaster has an important position, as he comes in 

M T O C 



/.■;,■/,/ Work— Lecture IV Page 4 



direct contact with all the men of his section. He also makes all orders for 
repairs, and sees that they are carried out. 

Each driver is assigned to a truck with a complete set of tools, etc., and all 
necessary equipment, which he must keep clean and in good repair. This 
equipment is subject to inspection at any time; it is the driver's duty to see 
that everything which he is responsible or accountable for is ready for inspec- 
tion by superiors at any time. He should spend his time on the vehicle, keep- 
ing it in first class condition, making all minor repairs and adjustments. 

The assistant driver works under the driver, the driver assigning his duties, 
that is, the work he is to do: cleaning for inspection, greasing, etc. 

The driver will not permit overloading, as ordinarily he is responsible for 
the safe delivery of the cargo. 

He must be familiar with the instructions issued for operation and mainte- 
nance of the particular vehicle assigned to him. He keeps the log book accom- 
panying the vehicle, which is the service record of same. He also keeps account 
of all gas, oil, etc., used for his vehicle; makes out accident reports, etc. Both 
he and the assistant driver must know the road rules. Now if you have listened 
and understood what has been said, you must surely know that to make your 
company an efficient M. T. C. unit you must be everlastingly on the job. 



M TOG 



Field Work — Typical Quiz Questions Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

TYPICAL QUIZ QUESTIONS (FOLLOWING LECTURE IV) 

Typical Quiz and Examination Questions on preceding lectures of the 
course : 

1. What is meant by S.O.S.? 

(a) Of what is it a division? 

(b) Into what 3 sections is it in turn divided? 

2. Is the Motor Transport Corps answerable for the good condition of 
troops and supplies that it transports? 

3. In what way can the training of units of infantry be compared to the 
training in the Motor Transport Corps? Explain with aid of diagram. 

4. Give any five road rules. Why is the 10th road rule of vital importance 
in time of war? 

5. What is your idea of Routes Gardees? 

(a) In what zone are they found? 

(b) In what relative direction to the front line trenches may they 
run? 

6. We say the truckmaster must be a man of force. Just what do you 
understand by this? 

7. How many men are there in a Motor Truck Company? What ranks and 
how many of each rank? 

8. How many of the personnel in a Motor Truck Company carry side-arms 
only? 

9. What is the rank of the company clerk and what are some of his duties? 

10. What is the difference between the arm signals for Reverse Convoy and 
Assemble? 

11. Give all distances between trucks and between sections in open and closed 
formation driving. 

12. Give the speed limits for trucks, in towns and villages and open country 
roads. 

13. How may you and your organization be "hustlers" and yet seldom, if ever, 
break the speed limit? 

14. Which goes more into detail, a civil or a military map? 

15. What are contours and what do they immediately convey to the mind 
when seen on a map? 

16. How would an overhanging cliff be shown? 

17. How many feet are there in one meter? 

18. How many feet in a kilometer? 

19. Are men required to give receipts for their convoys in the advance zone? 

M to c 



Field Work — Typical Quiz Questions Page 2 

20. Name two things you will try to do if, during convoy, you are attacked by 
airplanes. 

21. Why is the loading of troops handled under such a thorough system? 

22. What is the French word used to denote gas attack, and what must you 
do when you see that sign? 

23. What kind of formation always is the order when crossing a bridge of 
any length? 

24. On which side of a pontoon bridge must the driver keep his truck? 

25. What is the assistant driver required to do when the truck is backing on 
a corduroy road? 



M to c 



Field Work— Lecture V I'«<je 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE V 

Loading and Unloading Rules for Troops 

Troop loading is an important matter. To explain it graphically many 
drawings and diagrams must be used. 

Troop loading must be carried out in a military manner. The commanding 
officer must proceed to loading or unloading points well in advance to com- 
plete all arrangements and to reconnoiter the ground. Before leaving his 
company he should instruct the second in command or the truckmaster where 
to stop or to give whatever orders may be necessary. If the commander can- 
not precede the convoy, he should assign this duty to the second in command. 

The convoy should halt at the designated loading point faced towards the 
destination. At the command: 1. Attention, the assistant drivers jump out 
to their places by the front hub. 2. Prepare to load troops. At this com- 
mand, each driver goes to the back of the truck, drops the tail gate and ar- 
ranges the seat. Then the command MARCH is given and the assistant 
drivers march forward to the first truck of their respective sections and take 
their places in the column of assistant drivers. 

When the truckmaster has assured himself that the men in all the sections 
are ready, he commands: 1. First section, column left, 2. MARCH. When 
the column reaches the opposite side of the road, the truckmaster commands: 
1. Column left, 2. MARCH, and the men march down the right side of the 
road toward the rear of the convoy. As section one passes by section two the 
assistant truckmaster repeats the truckmaster's command and the column falls 
in at the rear of the first section. Section three executes the same move- 
ments. When the assistant drivers in column reach the end of the company, 
the truckmaster commands: 1. Assistant truckmaster s, by the right flank, 2. 
MARCH. The assistant truckmasters dart through the column, the column of 
assistant drivers halts about two paces from the troops if they are ready to be 
loaded. If the assistant drivers reach the position before troops arrive, the 
troops should be halted at a distance of two paces. 

The company commander should designate the point where the assistant 
drivers shall stop. When the column is halted the truckmaster gives the com- 
mand: 1. Left face, 2. Right dress, 3. FRONT. Each succeeding assistant 
truckmaster halts his section and repeats the commands. When all sections 
are present, the truckmaster reports to the company commander and the com- 
pany commander notifies the troop commander that he is ready to load troops. 

It is the company commander's duty to see that the men carry out these 
regulations and that the assistant truckmaster and the truckmaster report 
their sections and companies properly. In this case, as in all others, every 
report from the assistants must go through the truckmaster. 

As the column of troops reaches the truckmaster, at the right of his line of 
assistant drivers, the first assistant driver steps out in front of the marching 

M T o c 



Field Work— Lecture V Pa 9^ 2 



troops. The truckmaster stands beside the column of troops and as they pass 
by slowly he counts off 20 men. When he has counted the 20, he drops his 
arm to separate them from the column. The assistant driver commands 
Follow me, and steps off at a quicker pace to leave space for the next 20 men. 
The assistant driver is then in command of the 20 men and is held responsible 
for them. When they reach the truck, the driver helps the assistant driver load 
the troops. 

All the troops' equipment, such as barracks bags, bed sacks, mess kits, etc., 
must be placed beneath the seats. Rifles of course are kept with the soldiers. 

One thing must be remembered is that men are not to get in over the side 
of the vehicle, but must be loaded in over the tail gate. After the men are 
in the truck, the assistant driver securely fastens the tail gate. Then both he 
and the driver resume their positions on the seat and await orders from the 
assistant truckmaster. When all drivers and assistant drivers have returned 
to their seats, the assistant truckmaster reports to the truckmaster, saying: 
section one (two or three) is loaded and ready to move. The truckmaster 
awaits orders from the company commander. 

Every care should be exercised by the company commander in the loading 
of troops, as it is one of the hardest transport jobs. The commanding officer 
should be at the point where the troops are being counted off to keep the 
column moving. If he is not there the men will lose their places and become 
scattered about the road. It would take too much time to load them in this 
manner. 

When troops are to be unloaded at a town, instead of unloading in the town, 
the convoy should go through the town and unload on the opposite side. If 
the troops got out in the center of the town there would be a crowd of tired 
troops standing or sitting around and some one might get hurt. 

At times troops must be loaded where the traffic is quite thick. In this case 
load on some side street if possible. When necessary, the street can be 
guarded by the military police, shutting off all traffic. 

At times the company may be in a train, and may be kept waiting. In this 
case the commanding officer should let his men get out and work on their 
trucks. The company commander can never say too much about oiling and 
greasing the vehicles. 

In hauling troops the commanding officer should not depend on the driver 
to make the men comfortable. He should inspect his company after it is 
loaded. If the tarpaulin is being used, he should make sure that there is 
plenty of air circulation. 

The company commander should order the truckmaster to instruct the 
troops that there will be no smoking permitted on or within ten feet of the 
truck. The drivers are held responsible for this order being enforced. 

Refer to Part VII of the Tentative Training Manual of the Motor Trans- 
port Corps in which a diagram will be found headed "Company Formation 
for Loading Troops." 



MTOC 



Field Work— Lecture VI Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE VI 

Map Reading 

A military map is a drawing or plot on which roads, woods, streams, hills, 
marshes, and other objects of military importance are shown in their relative 
positions by means of conventional signs. 

Military maps differ from ordinary civil maps in many ways. They give 
the relative distances, elevations, depressions and directions of all objects 
of military importance. While an ordinary map might merely indicate a 
road, a military map would show whether the road is fenced or not, as well as 
its width, construction, and condition. 

The civil map shows only the large rivers, national highways, etc., while 
the military map shows the width and depth of rivers. Civil maps are used 
at times as they can be used as a basis for the construction of military topo- 
graphical maps. Civil maps when available should be carried on long convoys. 

Military map reading requires a great deal of time, study, and practice. 
Before a military map can be of use to a man on convoy he must be able to 
look at it and visualize the actual country represented. He must at first figure 
the distance to be traveled, then be able to see every hill, turn, etc. He must 
also be able to locate woods, etc. For instance, if he knew that within a cer- 
tain distance he would be under shell fire, he must be able to look at the map 
and determine quickly just whei*e a woods may be found, the distance to it, 
and the time it will take to get there. Practice is most important in acquir- 
ing ability to read maps. 

The most essential points in map reading are : 

First: To be familiar with the various signs and symbols used to designate 
the different objects. 

Second : To understand that each distance on the map is a fixed part of the 
corresponding distance on the ground. For example, two places are an inch 
apart on the map and a mile apart on the ground, an inch measured anywhere 
else on the map would also be a mile. 

Third : To realize that the directions of objects on the map correspond to 
their actual directions from each other on the ground. 

Fourth : To remember that contours and hachures must convey a clear 
mental picture of the ground actually represented, a contour being a line on 
the map which shows the route traveled on the ground in order to travel on 
an absolute level. For instance, if you went half way up the side of a hill, 
and starting there walked around the hill neither going higher up nor lower 
down and then made a sketch of the route you followed, the line representing 
your path around the hill would be, in effect, a contour. By means of these 
contour lines at different vertical elevations, the valleys, hills, etc., can be 
shown graphically on the military map. 

M TO C 



Field Work— Lecture VI 



Page 2 




Field Work— Lecture VI Page 3 

The contours of a cone are circles of diffei'ent sizes, one within another, 
and at the same distance apart, because the slope of a cone is at all points 
the same. 

The contours of half a sphere are a series of circles, far apart near the 
center and near together at the outside, showing that the slope of a hemi- 
sphere varies at all points, being nearly flat at the top and increasing in 
steepness toward the bottom. 

The contours of a concave cone are close together at the center and far 
apart at the outside. 

The following additional points about contours should be remembered : 
a. A water shed or spur, along which rain water divides and flows away on 
both sides, is indicated by the higher contours bulging out toward the lower 
ones. b. A water course, or valley, along which rain falling on both sides 
joins in one stream, is indicated by the lower contours bulging in toward the 
higher ones. c. The contours of different heights which unite and become a 
single line, represent a vertical cliff, d. Two contours which cross each other 
represent an overhanging cliff, e. A closed contour without another contour 
in it, represents either an elevation or a depression, depending on whether 
its refefence number is greater or smaller than that of the next contour. 

If the student will first examine the drainage system, as shown by the 
coui'ses of the streams on the map, he can readily locate all of the valleys. 
Knowing the valleys, the hills and ridges can then easily be placed, even with- 
out reference to the numbers on the contours. 

A second method of representing on the map elevations on the ground, is 
by means of short vertical lines called hachures. Where no hachures are 
found on a hachured map, the ground is either a hilltop or a flat lowland, and 
the slopes are roughly indicated by the varying blackness and nearness of 
the hachures. The darker the section, the steeper the slope. 

Cove, or Accidents of the Surface 

This includes all elevations or depressions upon the surface of the ground, 
whether natural or artificial, which might be an aid or hindrance to military 
operations. These are indicated by certain conventional signs. 

Note to Instructor : It will be necessary to cut cardboard circles to different 
sizes, placing them on a wire, to explain this lecture correctly. 

The map on the preceding page was made from local maps of the Jackson- 
ville, Florida, region, adopting the methods used in the French "Etats-Major" 
maps and changing the topography to a certain extent to make the area rep- 
resent the Soissons region in France. Similar maps may be constructed from 
local maps of any region, so that the interest of the student may be increased 
in the use of such maps. 



MTOC 



Field Work— Lecture VII Pa 9 e 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE VII 

Map Reading 

In today's talk we will take up the subject of French maps. On one of the 
following pages will be found the symbols of the Etats Major map, which 
should he stud : ed in order to get the full benefit of the map. All information 
which is needed on a military map may be grouped under the following heads: 

1. Direction. 

2. Distance. 

3. Contour or shape of the ground. 

4. Cove or accidents of the surface. 

Direction is indicated on the map by the established symbols. The general 
rule of map reading and map making is that the top of the map is always north 
unless otherwise indicated. The map maker ordinarily places on his map an 
arrow or a needle, the head of which points toward the north. N., or north, as 
usually indicated, means the true north as distinguished from the magnetic 
north. When the compass is used, its needle points not to the true north, but to 
the magnetic north. The variation of the magnetic needle from the true north is 
frequently indicated by a second arrow, or the true north line is expressed 
in degrees, or fractions, minutes and seconds, of degrees. 

For map reading purposes, the difference between the two directions, as well 
as the reason for it and the method of its determination may be disregarded. 
Or, if the compass is used, the magnetic north may be taken, and the true 
north disregarded. 

Orientation qf a Map 

As ordinarily used, orientation means the placing of a map so that direc- 
tions on the map are parallel to the corresponding directions on the ground. 

Distance 

Distance on the map is expressed on the map by the scale of the map. That 
is, the scale of the map is the expression of the relation between distance on 
the ground and the corresponding distance on the map. 

Methods of Representing Scales 

There are three ways in which the scale of the map may be represented: 
1st. By an expression in words and figures, as: 1 inch equals 1 mile. 
2nd. By what is called the natural scale, or the Representative Fraction, 
(R.F.), which is the fraction whose numerator represents units of distance on 
the map and whose denominator represents units of horizontal distance 



M TOC 






Field Work— Lecture VII Page 2 



the ground, being written thus : R.F. = or 1 : 63360, or 1 is 63360 ; 

63360 
all of which are equivalent expressions and are to be understood thus: That 
the numex-ator is the distance on the map and the denominator is the horizontal 
distance on the ground. 

3rd. By what is called the graphical scale. This scale is a line drawn on 
the map, divided into equal parts, each division being marked, not with its 
actual length, but with the distance it represents on the ground. 

It can readily be seen that a map's scale must be known in order to have 
a correct idea of the distance between objects represented on the map. This 
is essential in determining length of march, ranges of small arms and artil- 
lery, relative lengths of marches by different roads, etc. Therefore, if under 
service conditions you should have a map without a scale, or one expressed in 
unfamiliar units, you would first of all be compelled to construct a scale to 
read yards, miles or some other familiar unit. 



M T o c 



Field Work — Lecture VII 



Page 3 



Note. — Instructor should draw symbols on the black board and explain 
same to students in detail. 



- Etats-Major Map Symbols — 



« fa Route Natiokale (r.n.io) 

5 * 

(I 11 PAVED 

« Departmentale 

H '< PAVED 

" De Grande Communication 
u " 6— Carrossable (wagon road 
" Douteuse (Doubtful) 
Sentier (Path) 



in ? 



° i 

c L 



o 



uUHt'l 



x — — ' Etanc (Large Mare Fontaine TTTTTTiTi 

Lac (Lake) Pond) (Small pono) (Spring) deblai 

(Road thru 

, , A CUT) 

J I O • ^ulUiiMi 

Chapelle Croix Eglise Tour TTTTTTTflT^ 

(Chapel) (Cross) (Church) (Tower) R EMB lai 



Calvaire 
(Calvary) 



o 



z^ 



(Road over 
a fill) 



Eglise avec Point Geodesigne Chateau (castle) 

Point Geodesigne 



Telegraph 



Ferme (farm) 



O 

Puits (Well) 



^_ 





Forge ,£onderie Moulin (mill) Manufacture 
irouNDRY) (Factory) 

It* -tt 1 1\ N^ x 

!** + ***! /Q\ ^*--"~T5r---_ _^-Halte 
Ciment.^rs Moulin avent r ^ DF Garl ^ ^ stopp.no place 

(CEMETERY) (WINDMILL) (^NUS) jggg^ C »%»^» 



/NARROW^O 
GUACE R.R. 

Fleuve (large RIVER) 
Riviere (river) 

Ruisseau (brook) 






jLl_i_ 



Dessias \/ 

-*) 



Dessous (under) (wl) QC ZL Viaduc 

pont (viaduct) 

ispidge) 

gare d eau 



w //tunnel 



'/IV*- (LOCK) 

Grand Canal 



Petit Canal 
<££> \SD © ( SMALL > 

Sous Prefecture Prefecture Chef Lieu de Canton 

SUe HEADQUARTERS (HEADQUARtfRS) (principal place in camp) 



MTOC 



Field Work— Lecture VIII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD LECTURES 

LECTURE VIII 

Loading and Unloading Material 

When trucks are being loaded prepai'atory to convoy, the cargo should be 
properly distributed and adjusted, each article placed so that it will travel un- 
damaged and at the same time not take up more space than necessary. 
Trucks in the M.TX. will be called upon at some time or other to carry mixed 
cargoes, l-epresenting nearly everything that is supplied to the army. To 
give the student an idea of what may be encountered in loading we may men- 
tion one load which contained bridge supports, coal, troops, fresh fruit, oil in 
barrels, ammunition, office furniture, clothing and ordnance. In an emerg- 
ency mules may be carried. It is evident that as in all other branches of the 
service, judgment must be used in distributing such things. A barrel of oil 
should not crush a crate of fruit, or be placed near a bundle of clothing that 
might be soiled by it, nor should ordnance and furniture be carried together. 
This is speaking generally, however, as in emergencies a great many things 
will be carried regardless of classification, the main object being to get 
things moved. 

It is forbidden to drive nails, staples, lag screws, or any similar thing in the 
wooden carriage or box of a truck. Plenty of rope is provided for lashing 
articles securely to prevent side sway and rebound, but the main thing is the 
foresight and ingenuity of those who load or supervise the loading at the sup- 
ply depots and dumps. 

Cargoes should be well covered from direct sun or rain. The wastage of 
war is terrific and every care must be taken in handling supplies to minimize 
it. If a certain article or group of articles is destined to be unloaded en 
route, place these things in a separate truck that may drop out of the convoy, 
unload and then join the convoy later. If there is not sufficient of these in- 
cidentals to make up a load, place them is as accessible a part of the main 
load as possible so that when the destination of that article is reached, time 
will not be wasted by tearing the whole load to pieces to locate it. 

Overloading a truck is bad and is forbidden. During the present emergency 
the shortage of trucks has necessitated the breaking of this rule, but clearly 
understand it has never been done, and must never be done, without order 
from proper authority. 

The following list of engineers' supplies and ammunition gives some idea 
of the materials to be carried. A table of weights is also supplied to give the 
student an idea of the relative weight of various articles and the quantity that 
may be, with safety, loaded into a truck: 



MTU C 



Field Work— Lecture VIII 



Page 2 



Miscellaneous 
quantities which can be loaded into motor trucks 



ARTICLES 



Gas Tanks. 



Tires Penumatic. 

Mail Bags 

Tarpaulins 

Barrack Bags 

Trunks, Army 

Men 

Men 



How Packed 



50 gal. full 

50 gal. empty .. 

13 gal. full 

13 gal. empty .. 
Assorted Sizes. 



Baggage 

Without Baggage. 



Loaded and Lashed 



1% T 




3 T. 




500 gal. 


10 


900 gal. 


18 


18 




27 




390 gal. 


30 


780 gal. 


60 


34 




125 




75 




150 




30 




50 




25 




50 




25 




50 




30 




60 




12 




20 




18 




35 





5 T. 



1350 gal. 27 

27 

1300 gal. 100 

125 

150 

60 

70 

70 

60 

25 

35 



Engineer Stores 
quantities which can be loaded into motor trucks 





1 % Ton Truck 


3 Ton Truck 


5 Ton Truck 




750 
80 

1% 

12 

1200 

100 

1600 

40 

20 

1200 

30 

4 

350 

500 

500 

700 

40 

■20 

30 

25 

5 

42 

80 

10000 

1 

2 

650 

10 

46 

1 

40 


1/3 

1500 

100 

3 

24 

3000 

150 

2500 

80 

40 

2500 

60 

9 

500 

1000 

1000 

1400 

80 

40 

3 5 

32 

75 

70 

130 

15000 

2 

2 

1000 

20 

92 

2 

50 


1/3 
2500 


Bricks 




120 




5 


Cement, bbls. 4-100 lb. bags) 


30 




3000 


Duck boards, (6'6"xl'6") 


150 




2500 




110 




65 




3500 




80 


Paint, 50-gal. bbls 


14 


Pickets, wood, 50% long and 50% short 

Posts, angle iron (50% 5' 10" long) 


500 
1700 




1700 




2400 


Rails, lO'O" to 12'0" long, 25 lb. per yd 


110 




70 




35 




32 


Revetting, hurdles, 7'3"x3'2" 


75 




70 


Roofing felt (216 sq. ft., rolls) 


130 




15000 




2 


Shelters, steel, small, complete 

Round posts, 6" rough lineal feet 

Tar. waterproofing, 50 gal. bbls 

Ties, for narrow gauge, 4'6"x6"x4" 

Wire, barbed, 50 lb. rolls 


2 

1000 

24 

152 

3 

50 



M TOC 



Field Work— Lecture VIII 



Page 3 





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MTOC 



Field Work— Lecture VIII Page 4 

The following instructions with reference to the handling of ammunition 
must be carried out to the letter: 

1. In handling all types of ammunition, care must be taken that crates 
are not broken ; or, if uncrated that the copper bands at base of shell are not 
scratched. Damaged bands render the shells not only useless but dangerous 
to fire. 

2. Do not allow colors painted on sheiks to be effaced ; they were put there 
for a purpose and are necessary. 

3. Protect ammunition from sun and rain; both are harmful to the high 
explosive filling. 

4. When fuses are attached to shells, do not handle by fuses. You may 
destroy the protective cover and ruin the fuse. Where fuses are not attached, 
plugs replace them; should one of these fall out, put it back at once. 

5. When handling gas shells, be provided with masks to protect against 
leaky shells. 

6. All ammunition is highly explosive, therefore dangerous. Do not smoke 
while moving it and HANDLE IT WITH CARE. 



M T C 



Field Work— Lecture IX Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE IX 
Convoy Problems 

When an order is given to an o.'ncer to proceed to some specific place with 
a convoy, he may or may not be familiar with the route, but he must be able 
to take a map of the country through which he is to pass and as far as pos- 
sible from that map figure his trip as to the number of miles. If his trip is 
not a direct trip, he must have foresight enough to make all stops required 
and not double on his tracks, thereby wasting tires, gasoline, labor and lastly 
what is most important of all, time. This procedure resembles the problem 
sometimes given by railroad companies in their schools. In that case a switch- 
man working in a congested freight yard must spot cars on different spur 
lines or sidings with the least "doubling" of the switch engine. 

Being familiar with French maps and their different signs you will learn 
from them precisely what sort of roads, streams, fords, you will encounter; 
will give you in fact, a very accurate description of the territory over which 
you will pass. 

The study of military maps has been taken up in previous lectures in the 
course, and it is assumed that the student has familiarized himself with this 
in detail. The following problem is submitted as an example, and in the 
future other problems will be given as exercises. 



Convoy Problem 

The following problem with remarks on its solution is given as a practical 
example of conditions to be found and situations to be met in the transport 
service at the front: 

The Commander of the Motor 

Transport Company at M (see sketch on p. 4), attached to the th Army 

Corps, and operating three-ton trucks, is given the transport order shown of 
form M. T. S. 116 attached, at 10 P. M., May 15th. 



Solution of Problem 

Upon receiving this order the company commander must first consider just 
what the present status of his company is, i. e., how much gasoline and oil 
he has; how many of his trucks are under repair; the status of his personnel, 
and his supply of rations. He must then study his map with a view to pre- 
scribing the itinerary to be followed and calculating distances between points, 

M T c 



Field Work— Lecture IX 



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Route to load M-A. Route 
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All vehicles via Y-Z-C to 
new permanent camp 
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Doe, 15th Supply Train. 

Gasoline and oil can be 
obtained at N. 

Major Blank at A will 
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Field Work— Lecture IX 



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Field Work— Lecture IX Pa V e 4 



so as to be able to determine his hours of departure, his speed, and such other 
matters as are outlined below. He must then calculate the distance he can go 
on the amount of gasoline and oil he has on hand and where he must replenish 
his supply. 

The company commander must then issue definite and written orders to his 
noncommissioned officers, prescribing that the convoy shall leave at 6 A.M. 
(this being the hour of departure he determines upon as necessary in order to 
arrive at the loading point on time) and showing the itinerary to be followed 
and the times and places of loading and unloading, and must direct that the 
men take all their personal equipment. Supposing that one of his cargo 
trucks is in the repair shop, he will calculate that, at a rate of 20 men per 
truck, he will have but one empty truck. He will direct that this truck be 
placed in the rear of the convoy just in front of the file closer's truck. 



Supposing that the amount of gasoline and oil in the cargo trucks and in 
one of the two tank trucks will safely carry the convoy to the point "K" v'a 
"A," but not to the unloading points, he will direct that at 8 A.M. the other 
tank truck shall proceed to "N," fill up, and join the convoy at the point "K," 
where the convoy will be halted to replenish with gasoline and oil, to rest the 
men, and to provide the men with their supper on the evening of May 16. 
Eight A.M. is set as a convenient hour of departure for the tank truck, which 
will allow the men time to assist in breaking camp, and to arrive at point "K" 
on time. 

The company commander will direct the cooks to prepare breakfast for all 
the men at 5 A.M., May 16, to furnish all men with the necessary rations for 
one meal to be taken by them in their trucks, and to attach the kitchen trail- 
mobile, with all equipment, to the gasoline supply truck going at 8 A.M. to 
"N." The cooks will furthermore be insti-ucted to furnish the men with a hot 
meal at the point "K," with hot coffee after final unloading just beyond "Z" 
and with breakfast on the morning of May 17th. 

MTOC 



Field Work — Lecture IX. Page 5 

The company commander will direct his lieutenants to remain behind witn 
the motorcycle side-car, a responsible noncommissioned officer and sufficient 
personnel to break camp. As soon as possible after the departure of the 
gasoline supply truck and the kitchen trailmobile at 8 A.M., the lieutenant will 
proceed with all remaining camp equipment (loaded in company supply truck) 
to the town of "C" where he will make all necessary arrangements with the 
commander of the 15th Supply Train for the establishment of a permanent 
camp. The driver and assistant driver of the disabled truck will be directed 
to proceed to "C" as soon as their truck is repaired. 

On the road the company commander will act as prescribed in the manual 
under "Road Rules and Convoy Discipline." 

The commander will be at the loading and unloading points well in advance 
of his convoy, in order to make all necessary arrangements and will designate 
a point just above Z on the road to C, where the first section of his convoy, 
which unloads at Z, will wait for the second section, which unloads at Y, and 
hot coffee will be served. On the route M to Z, the convoy will be run as a 
single unit. 

En route, the commander will pay particular attention to maintaining the 
unity and the necessary speed of his convoy, and to the comfort of his men. 

On his arrival at the new camp at C, he must immediately pay particular 
attention to two important duties; 1st, to put his company in readiness to take 
the road again immediately; 2nd, to rest his men. 



M T o c 



Field Work— Lecture X Pa 9 e 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE X 

Parking Rules 

When it becomes necessary to pitch camp while on extended convoy trips, 
care should be taken that the site is a suitable one. The commander should 
at first make sure that the parking ground is as near to the camp as possible. 
He should never park the vehicles on a dead street or soft ground. He should 
keep vehicles together and easily accessible, if possible under cover. Trees are 
good protection against enemy airplanes. He should never park the vehicles 
near a bridge. 

Bridle paths along rivers and canals afford good parking facilities. If hard 
ground can not be found for parking, crushed rock or a substitute must be 
used to give foundation and traction for the wheels, which are parked to suit — 
in column of section, line of sections, company front, etc., as will be explained 
later in the lecture. 

Do not split convoy company when parking. In towns and cities companies 
in convoy may have to be parked at the curb. 

The commander must establish a guard. 

Now we will take up the formation of a motor company, in company front 
or line formation. It is as follows: The first truck of the first section is the 
right guide, through the staff car and motorcycle, when in position, are at the 
right of it. Frequently the company will be in line formation when the staff 
car and motorcycle are on duty. Hence the first truck is always used as right 
guide. The repair truck is the left guide. Trucks are placed in order of num- 
ber of sections and sections are placed consecutively, the first section at the 
extreme right, the second section in the center and the third section at the 
extreme left. The supply tank and the repair truck are aligned with the third 
section of the left, in the order named. 

The distance between trucks is two yards, the distance between sections is 
four yards. When in position the motorcycle is two yards to the right and 
abreast of the first truck of the first section and the staff car is two yards to 
the right of the motorcycle, with the front wheel hubs abreast. Alignment is 
taken from the lining posts or when lining posts are not used, from the front 
wheel hubs of the trucks. Front wheel hubs of all vehicles are abreast in cor- 
rect alignment when in permanent parks. Frequently in temporary parks lin- 
ing posts are used. One is at the extreme right, one at the center, and one at 
the extreme left. Alignment is taken along the tops of these posts and the 
radiator filler caps. 

In column formation, standing trucks and sections are one behind the other, 
covered in file. The distance between vehicles is seven yards and between 
sections is 20 yards. The staff car is the leading vehicle of the column, cov- 
ered at the prescribed distance by the company motorcycle. The first truck of 

MTOC 



Field Work— Lecture X Page 2 

the first section covers the motorcycle. The supply truck covers the last truck 
of the third section at a distance of seven yards. The tank truck covers the 
supply truck and the repair truck covers the tank truck. 

In column of sections the sections of a company are parked one behind the 
other, covered in file, the first section being the first line of trucks, covered by 
the second section, and the second section covered by the third section. The 
distance between trucks in line is two yards, the distance between sections is 
seven yards. The company motorcycle is two yards to the right of the first 
truck of the first section in line. The supply, tank and repair trucks are in 
line at the rear, on the extreme right, and at a distance seven yards from the 
line of trucks in the third section, covering the first four trucks of that section. 

The distance between trucks of a section is two yards. The distance between 
sections is seven yards. The staff car is two yards to the right of the first 
truck of the first section, front wheel hubs in line. The company motorcycle 
is two yards to the right of the second truck of the first section, front wheel 
hubs in line. Tank No. 1 is two yards to the left of the third truck of third 
section, front wheel hubs in line; tank No. 2 is two yards to the left of the 
fourth truck of the third section, front wheel hubs in line. The repair truck 
is two yards to the left of the fifth truck of the third section, front wheel hubs 
in line. 

The starting and stopping of a convoy is an important operation. All 
vehicles of a convoy must start simultaneously at a speed of two or three 
miles an hour for the first 200 yards, in order that the proper distance may 
be taken. Of course, getting out of the park the trucks can not all start at 
the same time. The first truck leads, the second truck follows and so on, but 
at a slow rate of speed. 



MTOC 



Field Work— Lecture XI Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 
LECTURE XI 

French Road Rules and Regulations 

It is absolutely necessary that you know French road signs because all along 
the French roads you will see these signs printed in black and white for day 
use and illuminated for night use. An illuminated sign is generally made in 
an ordinary box, coxered on one side by cloth with black letters painted on the 
cloth. They are placed on posts with a light inside the box. The light is 
very dim so aviators cannot see it, but you can see it from the road. These 
signs will give directions and will tell you whether or not there may be gas 
in that region. When you pass a Gas sign, it is the regulation that the gas 
mask be hung around the neck ready to put on, because you may have to use 
it on a few seconds' notice. Convoy routes are often subject to gas bombard- 
ment. 

The most frequent road signs are the following: 

Ralentir Slow up 

Passage a Niveau Railroad grade crossing 

Tenez Votre Droite Keep to your right 

Tournant Brusque Sharp turn ahead 

Croisement Cross road 

Virage Sharp turn ahead 

Cassis : Bad bump ahead 

Sens Obligatoire Must go in direction indicated 

Sens Unique One way only 

Defense de Doubler Do not pass any vehicle going in the same direction 

Convois Double Circulation Convoys must use road in both directions 

Vitesse Maxima Maximum speed 

Defense de Stationner ....Prohibited to remain stationary 

Gaz Gas 

The signs: Ralentir — Slow up; Tenez Voire Droite — Keep to the right; 
Sens Obligators — Must go in direction indicated, are all very important. You 
will find one-way roads all along the front when traffic is allowed to go only in 
one direction. These roads are marked Sens Unique — One way only; Defense 
de Doubler — Do not pass any vehicle going in the same direction — is also im- 
portant. The sign Vitesse Maxima — Maximum speed, is used a great deal at 
the front and indicates the speed limits. Sometimes these limits are a good 
deal lower than the usual average speed, in which case they are posted on this 
sign. The capacity of a bridge is posted on a similar sign near the Vitesse 
Maxima. Besides these most frequent signs there are a multitude of others, 
the meaning of which you will have to learn by actual experience while in 
France. 

Noncommissioned officers and even drivers will realize how necessary it is 
for them to be able to read and understand French road signs when they are 

MTOC 



Field Work— Lecture XI Page 2 

called upon to take charge of independently working sections of trucks. Under 
such circumstances, which happen frequently, they are entirely thrown on 
their own resources, and on their knowledge of signs and map reading depends 
the success of the trip. For instance a convoy that has been working as a 
unit up to that point, reaches a junction in the road, where it is split, one sec- 
tion moving in one direction, two or three trucks in another and the rest going 
straight ahead on the main road. A little further on the convoy may be 
divided into still smaller units which proceed by different ways. The drivers 
and section chiefs in charge of these small units are responsible for the correct 
and prompt execution of the orders; which clearly shows the importance of 
studying signs and maps. 

Another very important subject is the ammunition, supply and engineering 
dumps which have been referred to on previous occasions and of which this 
lecture will give you an idea. Most of the ammunition, engineering, and sup- 
ply dumps, except where the material is stored in warehouses, are either in 
open fields or forests. It is not so necessary to camouflage the engineering 
material or supplies for the simple reason that even if they are bombarded 
there is no danger of explosion. 

The ammunition dump is made as irregular as possible and the ammunition 
is scattered all over the field for the reason that if the dump is bombarded it 
would have to be hit a good many times to suffer much damage. As a further 
protection, sand bags are placed around the ammunition dumps. A dump 
consists of several yards between which there are roads for the trucks, which 
enter by a special entrance. 

An interesting problem is the engineering or supply dump. The office is 
near the main entrance. The roads in the ammunition dumps are what we call 
corduroy roads, made of logs, which are fastened together with large staples. 
They are laid through the whole park and it is impossible to get a better road 
for use in a dump, as they afford good traction due to the rough surface. A 
truck rarely skids on them as long as it keeps squarely on the road, but if it 
slides off the road it is very difficult to bring it back again. 

To avoid the danger of getting a wheel in the ditch, the best and most prac- 
tical way is as follows: The first driver is at the wheel and the second driver 
is on the road in front of the truck. By a system of hand signals, the assistant 
directs the driver which way to go, so that all the latter has to do is to watch 
him. If these two men get their signals down in good shape, they will be able 
to place the truck in about half the time it would take one man to do it. If 
the man on the ground wants the driver to go straight back, he signals with 
his hands, the movement and speed of his hands indicating the direction and 
speed of the truck. Suppose the driver is going straight back, and a wheel 
of the truck begins to get a little off the right of the road. In this case the 
assistant will move his left hand in the direction the rear wheels are to be 
turned and vice versa. The truck is then backed in the direction of the hand 
signal. ■ 

If the driver remembers that on the road and pays attention to the man 
ahead of him and assumes that he knows what he is doing, he will find he can 
back without difficulty no matter how narrow the place. In the American 
schools in France, the instructors will plant a couple of posts in the ground 
and make the men practice sometimes for hours backing between those posts. 
In this way the drivers in France learn to back their trucks. 

When a section has completed loading at the dump during the day, the ser- 
geant is given instructions by the company commander to proceed to the point 
of unloading. At night it is customary to form the whole company before 
leaving the park. 

M TOC 



Field Work — Lecture XI 



Page 3 



Bridges 

As a rule the bridges in France are of huge I beams swung across the rivers. 
It is absolutely forbidden to have more than one truck at a time on such a 
bridge, and to enforce this the bridge is guarded. 

The truckmaster should first secure the location of bridges from his map 
and on approaching one, order his trucks to spread out. This will eliminate 
the confusion which generally follows when a line of trucks comes to a bridge 

Approaches soft 




Only One Truck on Bridge at a Time 

suddenly and has to slow down. If this precaution is taken, the convoy will 
pass the bridge without jamming and confusion. The first truck, after it has 
crossed the bridge, slows down to allow the other trucks to close up. 

A great many military bridges are one-way bridges, and it is necessary to 
return by other roads. The same may be the case with bridges that will hold 
only empty trucks. It also frequently happens that a bridge which you have 
crossed in going out is destroyed by shell fire before you come back. 

The officer or, if he cannot go out on the road, the truckmaster, should go 
ahead of his trucks and reconnoiter all bridges and determine first if a crossing 




Only One Truck on Each Span at a Time 

can be made. If he does not do so before the convoy arrives, he may have to 
turn his convoy around, and valuable time may be lost. 

In crossing a bridge of two or three spans over a wide river, the regulations 
prescribe that one truck at a time is permitted on a span. When the first 
truck has crossed the first span, the second truck comes on the bridge. 



MTOC 



Field Work — Lecture XI 



Page 4 



Special care must be exercised in crossing a river by a pontoon bridge, with 
loaded or unloaded trucks. This type of bridge will be quite straight on canals, 
but on a river, where there is a current, the pontoon bridge will take a curved 
shape and there will be openings between the boards. When a bridge is laid 
the attempt is made to keep it straight, but the current will spread the bridge 
and great care must be taken to avoid accident. 

J&OA/TOOA/ 3Je/0G£ 




/?££/* TO OPST/ee/lM £D&£ TO 
<4\ZO/D Cje<4CATS //V />L<4MK/MG 

The first and most important rule is to run very slowly. The approach to 
these bridges is usually very difficult. When the soil has been softened by 
rainy weather it is almost impossible to pass, as a skid might cause loss of 
control of the truck. In any case it is advisable to avoid a pontoon bridge, if 
possible. 



M TOC 



Field Work — Lecture XII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE XII 

Discussion of Night Convoy 

Corrections of Work Done 

Instruction on Future Work 

As this is of local nature, no set material is furnished. Each instructor is 
expected to give the time to a consideration of local work. 



Field Work— Lecture XIII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

MOTOR TRANSPORT CORPS 
Motor Truck Officers' Course 

FIELD WORK 
LECTURE XIII 

Relations with French Authorities in Obtaining Billets 

When troops are required to spend several days in or close to a town or 
village, certain rules are laid down for the conduct of the military in relation 
to the civilian population. They might be termed courtesies. The days have 
long since passed when a soldier quarted near, or billeted in, a town could do 
as he pleased without regard to the feelings of the civilians, merely because he 
carried arms. 

Unless all arrangements have been made for the company, the company 
commander must observe the following rules : 

(a) If possible, always reconnoiter the new site well in advance of the 
change, and consult with the military authorities of the place. Make sure of 
suitable billets, or camping ground, for the men and of parking space for the 
trucks. The two should be as near together as possible. 

(b) The park for vehicles should never be on a dead end street or on soft 
soil. The vehicles should be kept together, so as to be more easily accessible 
and more easily guarded. If possible, keep them under cover of trees, so as to 
be less visible to enemy airplanes. 

(c) Upon arrival, attend to the more important things first. Assemble the 
men and give them all necessary instructions. Establish guard, billet men, park 
vehicles, find out where to draw rations, and establish kitchen and mess 
facilities. 

(d) Arrange for garbage disposal. 

(e) Construct latrines, if necessary, according to standard specifications. 

(f) Be sure of a good supply of di'inking water and water for washing. 

(g) Look up existing rules of the town, and establish police rules govern- 
ing the men. 

(h) Arrange for telephone connections. 

(i) Find out locations of new ammunition depots, engineer parks, etc., to 
be served. 

(j) Ascertain the location of the service park the company is assigned to. 

(k) Arrange for gasoline, oil and wood supplies. 

(1) When changing cantonment, if arrangements have not been made be- 
forehand for the company, company commanders must, after reconnoitering 
the general site of the new cantonment, consult with the French and with the 
American authorities of the town or district. If in the zone of the armies, 
the "Major de Cantonnement," or military commander of the town will be 
looked up. Otherwise the "Maire" (Mayor). 

M t o c 



Field Work— Lecture XIII Page 2 

(m) On leaving the cantonment, the company commander should make it 
a point to see that it is left clean. If desirable, a certificate may be obtained 
from the French authorities in proof of the fact that no material damage was 
caused by the company during its stay. (Called a Certificat de bien vivre). 

In the territory of the S.O.S. towns are generally not under military control, 
and then of course it will be necessary to consult only with the civil authorities. 
A few additional rules may be added, such as: Do not park near a bridge. 
Remember that bridle paths along rivers and canals afford good parking. Bar- 
racks should be elected in sunny places rather than in heavily wooded districts. 
Crowding should be avoided for sanitary reasons, and barracks should be 
camouflaged and provided with anti-airplane curtains. Lights should not be 
shown, and windows should be fitted with tar paper curtains that can be rolled 
up. In some instances shelter dugouts are needed. If hard ground cannot be 
found for parking, crushed rock as a substitute must be used to give a forma- 
tion to support the trucks and also give traction to the wheels. A company 
should not be split up when parked. 



M to c 



Field Work— Lecture XIV Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE XIV 

Discussion of Night Convoy 

Discussion of previous afternoon and night convoys. Method of operation 
of night convoy in France. 

Discussion of Previous Afternoon and Night Convoys 

Method of Operation of Night Convoy in France 



m t oc 



Field Work— Lecture XV Pa 9 e 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

LECTURE XV 

Inspection Formation 

Under ordinary circumstances notice of formal inspection will be issued 
sufficie~t"y in advance to permit the men to prepare their vehicles for the 
occasio l. When the time arrives frr the inspection, the company commander 
direct the truckmaster to proceed. The truckmaster will then form the 
company, and command: 1. Prepare for inspection. An interval long enough 
to permit the preparation of vehicles should intervene before the next com- 
mand. 2. MARCH. At this command the company commander takes position 
one yard to the right and 2% yards in advance of the right front wheel hub 
of the staff car. 

The second in command takes position one yard to the right and two yards 
in advance of the right front wheel hub of the staff car, facing the front. 

The truckmaster takes position 18 inches to the right and 2% yards in ad- 
vance of the right front wheel hub of the staff car, facing the front. 

The assistant truckmaster of each section one yard to the right and 2% 
yards in advance of the right front wheel hub of the first truck of his section. 

The chief mechanic takes position one yard to the left and 1% yards in 
advance of the left front wheel hub of the repair truck. The assistant 
mechanic takes position one yard to the rear of the assistant driver of the 
last truck in the first and second sections. 

The driver of each truck takes position immediately behind the right front 
wheel hub of his vehicle, left sleeve touching the fender. The assistant driver 
takes position immediately behind the left front wheel hub, right sleeve touch- 
ing the fender. The driver of the staff car takes position immediately behind 
the right front wheel hub of his vehicle, left sleeve against the fender. 

The motorcycle rider takes position in line with the front wheel hub of his 
vehicle and against the side car. 

In column formation the company commander takes position 2 yards to the 
right and 2 yards in advance of the right front wheel hub of the staff car. 
The truckmaster takes position 1 yard to the right and 2 yards in advance of 
the right front wheel hub of the staff car. The assistants take position as in 
inspection in company front. The chief mechanic takes position one yard to 
the front and one yard to the right of the driver of the repair truck. The 
a distant mechanic takes position one yard to the rear of the driver of the last 
truck in the first and second sections. 

The driver and assistant driver take position as in formal inspection in com- 
pany front. 

The preparation of vehicles for all formal inspections are the same. The 
vehicles will be washed, all exposed mechanical parts requiring oil or grease 
will be washed with sal-soda solution, all black grease being removed. (Gaso- 

M T c 



Field Work— Lecture XV Pag" 2 

line is not to be used for washing vehicles at any time. It is the duty of the 
company commander to see that this is obeyed ) The new yellow grease must 
Le oozing from all joints and kunckles requiring lubrication. After forcing 
the new grease through the joints, the grease cups must be filled and screwed 
down far enough to catch the threads. 

The sides of the hood are to be removed and placed against each front 
fender. The wing nuts that hold the sides in place are to be placed on the hood 
rest. The outside of the motor is to be thoroughly cleaned, the mud pan 
removed, cleaned, and replaced. The tool box must be op©n and the equipment 
displayed; the tools must be clean and in good condition. 

The hood top is raised and pLaced on the hood rest. The transmission, shift- 
ing levers, and steering apparatus are to be cleaned and absolutely free from 
grease on their exteriors. Floor boards, clean on both sides, are removed and 
placed on end against the running board, just below the seat frames. Tops 
must be raised and strapped in uniform position. Tarpaulins must be uni- 
formly arranged if on trucks. Battery box covers are to be removed, cleaned 
and placed on end against battery box. The battery connections must be free 
from corrosion, vent plugs removed, and distilled water showing V2 inch above 
the plates. 

None other than a regulation truck equipment is to be kept in the tool box 
or compartments provided for equipment. The tail gate will be down, and the 
body thoroughly clean inside and out. 

Note: — The position of the vehicles will be found in Lecture No. 10 of this 
course. 

Informal inspection should be carried on continually by the commanding 
officer, truckmaster, asssitant truckmasters, and mechanics. Informal inspec- 
tions are made to ascertain the general appearance and condition of vehicles, 
and for the purpose of enforcing correct cleaning, oiling, greasing, and upkeep 
by drivers. 



M T OC 



Field Work— Lecture XVI Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD LECTURES 

LECTURE XVI 

Motor Transport Officers 

The Motor Transport Corps, A.E.F., is under the direction of the Director, 
Motor Transport Services who is responsible to the Chief of Utilities for its 
efficient operation. 

We will show on the next page the chart of organization of the M.T.C., 
A.E.F. to see at a glance the interrelations of the service. 

Reference to motor vehicles unless exceptions are made will be construed 
to include all truck trailers, automobiles, motorcycles, bicycles, etc., in any 
service or staff corps whatsoever and for whatever purpose they may have 
originally been assigned. All motor vehicles with cargo carrying chassis are 
classed as trucks. Tractors, designed primarily for traction purposes, and 
tanks are excepted and do not come under the jurisdiction of this Service, their 
responsibility being charged to the Ordnance Department as are also their 
supply and maintenance. We may describe the functions of the Motor Trans- 
port Corps as follows: 

(a) The technical supervision of all motor vehicles. 

(b) The reception, storage, maintenance and replacement of all motor 
vehicles. 

(c) The storage and supply of spare and repair parts, tools, accessories 
and supplies of all motor vehicles. 

(d) The establishment and operation of all M.T.C. garages, parts, depots 
and repair shops. 

(e) The organization and technical training of M.T.C. personnel. 

(f) The salvage and reconstruction of damaged motor vehicles. 

(g) The homogeneous grouping of motor vehicles. 

(h) The operation, in accordance with instructions from the proper com- 
manding officer as to their employment, of groups of motor vehicles of Class 
"A" as defined in the following paragraph : 

Organization of the A.E.F. 

Note: Gl, G2, and G3, etc., denote one or more assistants in the General 
Headquarters regardless of rank. 

With respect to the control exercised over them by the M.T.C. motor vehicles 
may be grouped into two classes, viz : 

(A) Those whose operation the M.T.C. controls, and for whose efficient 
functioning as transportation units it is directly responsible. 

(B) Those over which the M.T.C. exercises merely technical supervision. 
Class "A" includes all cargo-carrying or passenger-carrying motor vehicles 

M TOC 



Field Work — Lecture XVI 



Page 2 



used for general transportation purposes in the S.O.S., and the motorized por- 
tion of such reserve trains as may be held for general transportation purposes 
in or in rear of an army, under control of the army command. 

Class "B" includes all motor vehicles not included in class "A." Substan- 
tially these will be such motor vehicles as are assigned by tables of organiza- 
tion to organizations such as divisions, corps and armies. 

As explained above, the M.T.C. controls the operation of Class "A" vehicles, 
but merely maintains a technical supervision over the operation of Class "B" 
vehicles. This technical supervision will, however, be interpreted very broadly 
by all concerned. Bulletins will be published from time to time concerning 
the proper methods of operation, care and maintenance of motor vehicles. 
M.T. officers will keep themselves constantly informed as to how motor vehicles 
of the organization to which they are attached are being used, and will report 
to the proper commanding officer any abuse which they discover. The com- 





CSC DM. C.Q. C.TS.C.M. COD. C.G.S. " CAS. 

T.C. M. | C. ENG. 



C G. Intermediate Sec 



Depot CG. 

Div. 1st Dr 
C.ofS. 



Replacement 




CG B.S.I CGBS* CGBSS CGBS 4 CGBS 5 CGBS 



manding officers to which such reports are made will hold to strict responsibil- 
ity any officers who have motor vehicles under their control which have been 
in any way damaged or injured on account of disregard of the proper methods 
for operation, care and maintenance laid down by such bulletins. 

It must be understood that when vehicles are placed in Class "A," the M.T. 
officer controlling them has no authority to determine the use to which they 
are put; he merely guarantees that they shall perform as efficiently as possible 
whatever work the commanding officer chooses to assign to them. It must be 
further understood that when vehicles are placed in Class "B" the commanding 
officer of the unit to which they are allotted is directly responsible for then- 
efficient functioning, to the same degree as is the M.T. officer for vehicles in 
Class "A." 

All garages, parks, depots, repair shops and similar establishments of the 
M.T.C. will be manned and operated by M.T. personnel, and their commanding 
officers will report direct to the M.T. officer on the staff of the unit or of the 



M T O C 



Field Work— Lecture XVI Page 3 

section of the S.O.S., to which they are attached. The issue of stock from such 
establishments, the repair and replacement of motor vehicles, etc., will be done 
in accordance with the provisions of G.O. No. 44, H.A.E.F., 1918. 

Motor vehicles and their spare parts, tools and accessories purchased by 
other staff corps or services, are turned over to the M.T.C. on their arrival in 
France and assigned by the M.T.C. as the best interests of the service dictate, 
regardless of their original course of procurement; except that ambulance, 
and non-cargo carrying motor vehicles such as machine shop trucks, gun 
mounts, rolling kitchens, laboratory trucks, water sprinklers, etc., will be held 
by the M.T.C. subject to the orders of the staff corps or service for which they 
have been purchased. In the case of such ambulance and non-cargo carrying 
vehicles, the M.T.C. will provide parking facilities for their reception and fur- 
nish facilities for the maintenance of the chassis and of such other parts as 
may be arranged for between the M.T.C. and the other staff corps or service 
concerned. 

All questions which may hereafter arise affecting the design or construction 
of motor vehicles procured by or for any staff corps or service, in so far as 
concerns the chassis, or any element with the supply or maintenance of which 
the M.T.C. is concerned, will be decided by consultation between the staff corps 
or service concerned and the M.T.C. with a view of securing standardization 
of design and type and of facilitating repair and replacement. 

Upon request of the Chief of a staff corps or service, there will be attached 
to the office of the Director M.T.C. at least one officer who will be the repre- 
sentative within the M.T.C. of the chief of that staff corps or service in all 
questions concerning motor transportation for that particular service. 

In each army corps and division, and each section of the S.O.S., there will be 
an officer of the M.T.C. designated Motor Transport Officer of that command, 
who is responsible for the efficient operation of the M.T.C. within the limits 
of the command. His activities are controlled by G-l in divisions or corps 
and by G-4 in armies, in the same manner as ai'e those of the other representa- 
tives of technical and supply services in such commands. The functions of this 
officer are as follows: 

First, he is in command of all motor transportation of Class "A," as defined 
above, and controls its operation. He is also in command of all M.T.C. main- 
tenance and supply agencies on duty with the command. 

The number of M.T.C. vehicles, units and personnel is based on the General 
Organization Project and on the Service of the Rear Project. The priority 
movement of all M.T.C. units from the U.S. to the theatre of operations under 
the above project is fixed in the priority schedule. 

All requests for modification of existing projects, or for additional units, 
altered allowances of spare parts, machinery, etc., not provided by existing 
projects for all branches of the M.T.C. will be centralized in the office of the 
Director M.T.C. Such requests, as well as all requisitions for transmission 
to the War Department, will be submitted to the Commander in Chief, the 
various items of requisition being segregated under the different staff service 
headings so as to meet the requirement of existing law. 

Second, he exercises the functions of a staff officer as regards supply of all 
M.T.C. property for the command and as regards the technical supervision 
over motor vehicles of Class "B." 

To carry out this technical supervision, it will be his duty to make frequent 
inspections of all matters having any bearing on the motor transportation of 
the command. In making these inspections he will be afforded every facility 

MTOC 



Field Work— Lecture XVI I 'age 5 

by ali concerned. He will make frequent reports to the branch of the General 
Staff by which his activities are controlled, covering such matters as the suita- 
I ility of the personnel charged with operating motor vehicles, the mechanical 
cond tion of the vehicles, the conditions under which they are operated, needs 
for repair or overhaul, carelessness or waste on the part of any individual or 
organization and similar matters, together with his recommendation as to any 
action that should be taken. 

Rcgu'at ; ons governing in detail the organization of the M.T.C., the organiza- 
tion and training of its personnel, the functioning of its establishments, the 
system of supply, repair, replacement and salvage of motor vehicles, spare 
parts, tools, accessories, etc., A.E.F. will be prepared by the Director M.T.C. 
for approval of the C. in C. 

The following paragraphs have to do with the rules of the road and I would 
suggest that close applicat : on be given to them as you will continuously be 
running over roads policed by the French and the operations of convoys, etc., 
are all governed by hard and fast rules, where ignorance will not be accepted 
as an excuse. These roads and routes are of vital importance to the army, 
bei'ig lines of communication and at times play a very prominent part in ex- 
tensive operations. So master them well as they will be of the greatest assist- 
ance in the days to come. 

General Road Rules 

1. Drivers will keep trucks on the right side of the road at all times, 
v hether standing or moving. 

2. In passing vehicles traveling in the same direction, the driver will pass 
on the left, and sound his horn. 

3. A driver will always pass an approaching vehicle on the right and give 
it half the road. 

4. Never block the road. 

5. In passing a standing or moving convoy, a driver will slow down and 
sound his horn. 

(3. When convoy is halted, all men must be kept off the road. 

7. The convoy must be kept together. 

8. Assistant driver must at all times keep driver in touch with truck imme- 
diately behind, in order that speed may be uniform. 

9. A driver will never abandon his vehicle except on order of his command- 
ing officer. 

10. Drivers will not permit unauthorized persons to ride on vehicles. 

11. If any repairs are needed driver will report same immediately. 

12. The military police on duty will be strictly obeyed. 

13. The use of the muffler cut-out is absolutely forbidden at all t'mes. 

14. When vehicles are standing, motors will not be left running more than 
one minute. 

15. Appropriate signals will be given when changing direction or stopping. 

16. Examine amount of oil, gasoline and water after each stop. 
IT. Investigate and find the cause of all unusual noises. 

18. Do not smoke while driving. 

II). Engine is to be used as a brake when descending hills by shifting to 
lower gear. 

M T c 



Field Work— Lecture XVI Page 4 



20. When vehicle is stopped on a hill block the rear wheels. 

21. Road signs and signals will be given strict attention. 

22. Motor vehicles will not be driven by anyone except regular drivers or 
assistant di-ivers assigned thereto, unless in case of emergency. 

23. Never use naked flame or oil lantern in filling gasoline tank or working 
on carburetor. Use electric torch. 

24. When driving in cities, towns or villages, never double a vehicle moving 
in the same direction. 

25. A slower moving convoy must never be doubled unless commander of 
over-taking convoy makes certain that doubling can be completed without 
confusion. 

26. Never double a halted convoy, a halted body of troops or body of troops 
passing in same direction without first gaining consent of the officer in charge. 

Route Gardee Rules 

1. It is absolutely forbidden for any truck or section or column of trucks 
to double vehicles going in the same direction on military roads or Routes 
Gardees. Touring cars, ambulances, light delivery trucks, etc., may double 
other vehicles on Routes Gardees when traffic will permit. 

2. Increase distance between sections to 50 yards on Routes Gardees. 

3. Do not turn around on a Route Gardee. 

4. All signs and notices on these roads will be strictly observed. 

5. All instructions given by road guards, whether they contradict previous 
instructions or not, must be obeyed. 

6. Vehicles will never be halted on a Route Gardee. If accident occurs 
vehicles must be moved to the extreme right hand side of the road, and if pos- 
sible, completely off the road. 

7. One-way roads marked as such, or Sens Unique, in France, are common 
at the front, and it is absolutely forbidden for any vehicle to go in any direc- 
tion other than that indicated by the road signs. 



MTOC 



Field Work — Typical Quiz Questions Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
FIELD WORK 

Typical Quiz Questions 

Typical Quiz and Examinations Questions on preceding lectures of the 
course. 

1. To whom is the Commanding General of the S.O.S. responsible? 

2. There are two types of ground motor vehicles over which the Motor 
Transport Corps has no jurisdiction; what are they? 

3. Who is responsible for the conditions of the roads over which the Motor 
Transport Corps has to travel? 

4. What does the word "park" mean in the Motor Transport Corps. 

5. Name three types of Motor Transport Corps parks. 

6. In what park is the salvage section located? 

7. If the commanding officer becomes a casualty who takes his place? 

8. Why must the men keep off the road during a halted convoy? 

9. What is the extent of authority of the Military Police over a route 
gardee? 

10. What meaning does esprit-de-corps convey to you? Give, if you can, 
an example in civil life. 

11. What is the distance between companies when parking in the same 
area? 

12. In the formation column of trucks what is the distance (a) between 
trucks; (b) between sections; (c) between companies? 

13. Who superintends the lining up of each section in parking? 

14. Who verifies the final alignment of trucks when parked? 

15. Does the staff car have to hold to any specific distance in relation to the 
trucks during convoy? 

16. In a more or less permanent park does each vehicle return to its same 
position? If so, why? 

17. In what park is heavy machinery kept for repair purposes? 

18. Where does a totally wrecked vehicle go? 

19. Are the conditions of any field work in the present war always the 
same? 

20. What is the best preventative of overlapping or confusion in the exer- 
cise of authority among individuals in the service? 

21. Why it is that trucks and equipment are worth so much more in 
France than in this country? 

22. Who draws the rations for a company? 

23. In dealings with the Quartermaster or property officer of such a nature 
as not tc require the commanding officer, who takes care of such transactions? 

24. Give the three classes of trucks with their capacities. 

25. Who has charge of the repair truck and the tools pertaining thereto? 

M t oc 



Convoy Preparation Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Tr\ick Officers' Course 
CONVOY PREPARATION 

Note to Instructor : 

Lectures I to XVII inclusive cover material of a local nature and will be 
prepared by you. Each lecture will be of one hour's duration, and will include 
general instructions, announcements, assignments, criticisms, etc. 



M T C 



Administration — Lecture I Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE I 

Organization op War Department 

Organization of Army 

Organization of A.E.F. 

The War Department 

Outline 

War Department Defined. 

The General Staff Corps: 

a. Chief of Staff. 

b. Division of War Department General Staff: 

1. Executive. 

2. War Plans. 

I}. Army Operations. 

4. Purchase, Storage and Traffic. 

c. General Staff serving with Troops. 
Special Staff Corps: 

1. Adjutant General's Department. 

2. Inspector General's Department. 

3. Judge Advocate General's Department. 

4. Quartermaster Corps. 

5. Medical Department. 

6. Ordnance Department. 

7. Signal Corps. 

t>. Corps of Engineers. 

b>. Panama Canal. 

10. Bureau of Insular Affairs. 

11. Militia Bureau. 

12. Bureau of Aircraft Production and Bureau of Military Aeronautics, 
lo. Chemical Warfare Service. 

14. Motor Transport Corps. 

The War* Department Defined 

The President is the Chief Executive of the United States. Aiding him and 
serving him as his chief advisers are the members of his cabinet. To them he 
delegates his powers and authority as heads of the various departments of 
the government. Following is a list of the members of the Cabinet: 

M T o c 



Administration — Lecture I Page 2 

1. Secretary of State. 6. Secretary of the Navy. 

2. Secretary of Treasury. 7. Secretary of the Interior. 

3. Secretary of War. ' 8. Secretary of Agriculture. 

4. Secretary of Justice. 9. Secretary of Commerce. 

5. Postmaster General 10. Secretary of Labor. 

The President is, by virtue of the power vested in him by the Constitution 
of the United States, Commander-in-Chief of the Armed Forces of the United 
States. He delegates his authority as such to the Secretary of War, also a 
civilian, who is a member of his cabinet and Head of the War Department. 

The War Department is one of the main administrative departments of the 
United States Government. It is responsible to the President, to Congress, 
and to the people for the conduct of military operations on land whenever the 
United States is at war with any power. The above statement must be modi- 
fied in two particulars: first, the Marine Corps, although conducting opera- 
tions on land, is a branch of the Navy Department and is attached to the war 
vessels of the United States; second, in time of war the War Department 
sometimes engages in marine operations, as in transportation of troops and 
supplies, and may even conduct attacks on land fortifications from vessels 
under the direction of the Army. Whenever troops or supplies are trans- 
ported, either on land or water, they are at all times under authority of the 
War Department, subject to whatever technical regulations the Navy Depart- 
ment may prescribe as to the operations of the vessels. 

The General Staff Corps 

The General Staff Corps is the connecting link between the Army and the 
Secretary of War, who depends on it for expert advice in conducting the mili- 
tary business of the War Department. It keeps him informed as to the tech- 
nical needs of the Army and advises him as to necessary legislation to be 
passed in order to secure funds and authority to conduct the work of the War 
Department. The Chief of the General Staff Corps, with the assistance of 
the War Council, is the immediate adviser of the Secretary of War in all mat- 
ters relating to the military establishment, and he is charged with the planning 
and development of the army program in its entirety. The General Staff Corps 
is divided into two groups: 

(1) War Department General Staff serving in Washington, and, 

(2) General Staff serving with troops. 

The duties of the War Department General Staff have increased so greatly 
that it has become necessary to organize it into a number of divisions. 

Executive Division 

In Charge of : Executive Assistant to the Chief of Staff. 

Function: General administration information and direct conduct 

of minor affairs. 

Duties: (a) The supervision of the administration of the vai'ious 

bureaus and corps of the War Department including 
the other divisions of the General Staff. 

(b) The collection of statistics concerning troops, sup- 
plies and the war program in general. 

(c) Military intelligence concerning espionage and matters 
of a similar character. This section to be designated 
as the Military Intelligence Bureau. 

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Administration — Lecture I 



Page 3 



(d) Requisitions and permits. 

(e) Promotions and assignments. 

(f) The Militia Bureau and United States Guards. 

War Plans Division 

In charge of: Director of War Plans Division who is also President of the 

Army War College. 
Function: Expert Advisory Committee to the Chief of Staff upon such, 

purely military matters as new types of equipment, 
training and organization of the Army. 
Duties: (a) Organization plans for the Army. 

(b) Approval of designs, types and qualities of equipment. 

(c) Projects for national defence. 

(d) Collection of military records, including translation of 
foreign documents. 



hi charge of. 

Function: 

Duties: 



In charge of . 
Function: 



Duties: 



Army Operations Division 
Director of Operations. 

The operation, recruitment, and mobilization of all branches 
of the service. 

(a) Operations of all branches of the army, recruitment, 
mobilization, personnel, movements and distribution of 
troops. 

(b) Assignment of equipment to all branches of the Army. 

(c) Decisions as to camp sites, cantonments, posts. 

Purchase, Storage and Traffic Division 
Director of Purchase, Storage and Traffic. 
Supervision of the purchase and production of munitions and 
other supplies for the use of the Army; control of all trans- 
portation and storage facilities relating to the Army 
program. 

(a) The determination of preference to be afforded manu- 
facturers of supplies in the matter of shortage of fuel, 
power and raw materials. 

(b) The co-ordination of all appropriations, estimates and 
requirements relating to supplies. 

(c) The arrangement for the purchase, procurement and 
production of supplies, so as to utilize the industrial 
resources of the country to the greatest advantage. 

(d) Movement of troops and supplies, including raw mate- 
rials to points of embarkation, interior and overseas 
points, and in and out of storage. 

(e) Control of Army Transports and supplementary ship- 
ping and arranging for the Navy Department for Con- 
voy Service. 

The Commander of the Field Forces is also advised and 
aided in his work by members of the General Staff Corps in 
the field, who usually act as chiefs of staff to tactical com- 
manders. 



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Administration — Lecture I Page 4 



Special Staff Corps 

The plans and orders of the General Staff Corps are executed through the 
Special Staff Corps. The duties of these corps are as follows : 

The Adjutant General's Department is the department of records, orders 
and correspondence of the Army and Militia. Among other things it prepares 
and distributes commissions, preserves records of officers and records of Army 
personnel and manages the recruiting service. (See A.R. 774.) 

The Inspector General's Department exercises general and comprehensive 
observation over all that pertains to the efficiency of the Army. Its officers 
inspect and report on the condition and state of supplies of all kinds of arms, 
of barracks and quarters, the books and accounts of all disbursing officers, and 
discipline and efficiency of officers and troops. (See A.R. 878-84.) 

The Judge Advocate General's Department is the custodian of the records 
of all general courts-martial, courts of inquiry and military commissions, and 
of all papers relating to title of lands under control of the War Department. 
The officers of this department render opinions upon legal questions when 
called upon by proper authority. (See A.R. 915-21.) 

The Quartermaster Corps is charged with the duty of providing means of 
transportation of every character (except motor transportation) for the move- 
ments of troops and materials of war. It furnishes clothing, camp and garrison 
equipage, barracks, storehouses and other buildings, constructs and repairs 
roads and bridges, builds and charters ships, boats, docks and wharves used for 
military purposes. It supplies subsistence for enlisted men and others entitled 
thereto. It gives instructions for selling, issuing, and accounting for all 
quartermaster subsistence supplies; it has charge of the supply and distribu- 
tion of and accounting for funds for the payment of the army and for such 
other essential duties as are not specially assigned to any other branch of the 
War Department. (See A.R. 1000-1009%.) 

The Medical Department has charge of investigating and making recom- 
mendations concerning sanitary conditions of the Army. It has the duty of 
caring for the sick and wounded and making physical examinations of officers 
and enlisted men. It also manages and controls the military hospitals; and 
recruits, instructs and controls the enlisted force of the Medical Corps. It 
also furnishes all medical and hospital supplies. (See A.R. 1386-87.) 

The Ordnance Department procures and distributes the necessary ordnance 
stores for the Army, and establishes and maintains arsenals and depots for 
their manufacture and safekeeping. Ordnance and Ordnance Stores include 
a vast variety of equipment, including fire-arms of all kinds. Under Ordnance 
are also included saddles, bridles, harness and horse equipment of all kinds 
(except for the Quai'termaster Corps), sabers, bayonets, haversacks, waist 
belts, cartridge belts, soldiers' field mess kits and ammunition. (See A.R. 
1511-12%.) 

The Signal Corps has charge of military signal duties and of books, papers 
and devices connected therewith, including meteorological instruments for tar- 
get ranges and other military uses. It constructs and repairs the military 
telegraph lines and transmits messages by telegraph or otherwise for the 
Army. (See A.R. 1536.) 

The Corps of Engineers lays out camps, prepares military maps, selects 
sites, makes plans and estimates for military defenses, constructs and repairs 
fortifications, installs electric power plants, plans and superintends construc- 
tion of defensive and offensive works in the field. In the time of actual or 

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Administration — Lecture I Page 5 

threatened hostilities it has charge in the war zone of location, design and 
construction of all structures of general interest, such as hospitals and store- 
houses; of construction, making and repairing of roads, barracks and bridges, 
and of construction, maintenance and operation of military railroads, including 
the construction and operation of armored trains. (See A.R. 1493.) 

The Militia Bureau has charge of supervising and standardizing the militia 
forces of the various states of the United States so that in time of emergency 
they can be coordinated with the other military forces of the Federal Govern- 
ment. 

The Panama Canal Bureau and the Bureau of Insular Affairs are of minor 
importance and the discussion of the duties of these departments is omitted. 

The Bureau of Aircraft Production and the Bureau of Military Aeronautics 
under the Army Air Service have been organized to take charge of the aircraft 
program. This work was formerly conducted by the Signal Corps. The 
Bureau of Aircraft Production exercises control over the procuring of supplies 
and the construction of airplanes. The Bureau of Military Aeronautics super- 
vises the training of our aviators and our entire aviation program. 

The Chemical Warfare Service has charge of and supervision of the investi- 
gation, manufacture, and production of toxic gases and gas defense appliances, 
the rilling of gas shells and proving grounds utilized in connection therewith, 
and the necessary research connected with gas warfare. 

The Motor Transport Corps has technical supervision of all motor vehicles, 
and of their design, reception, storage, maintenance, and replacement of all 
motor vehicles; spare and repair parts, tools and accessories, and accounting 
for same; the establishment and operation of all Motor Transport Corps 
garages, parks, depots and repair shops; the salvage and evacuation of dam- 
aged motor vehicles, the operation of motor vehicles, and the preparation of 
plans for hauling cargo and personnel. 



Army Organization 

1. The Line and the Staff. 

2. Army Units. 

3. Military Ranks. 

4. Field Service. 
Service of the Interior 

Territorial Departments. 
Theatre of Operations, 

Zones of Line of Communications, 
Zone of the Advance. 



Line and Staff 

The Army is divided, according to duty performed, into two main branches, 
namely, the "Line" and the "Staff." 

The fighting units in the Army including both the mobile arms and the 
coast artillery are called "Line" organizations, while all branches that serve 
the line are called the "Staff" organizations. 

The line is charged with the duty of meeting the enemy in actual combat 
and is relieved of every other duty. The main line organizations are the 
Infantry, Cavalry, Field, and Coast Artillery. 

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Administration — Lecture I Page 6 



The Staff. 

As the line must specialize in fighting it becomes the duty of the staff to 
take care of everything connected with the maintenance and equipment of the 
line. A few of these duties are: 

1. Procure (by purchase or manufacture), store and distribute supplies 
and equipment of all kinds. 

2. Transport troops and supplies. 

3. Take care of all administrative functions which do not absolutely have 
to be performed by line forces. 

4. Provide for the construction and maintenance of all buildings, roads, 
drainage, bridges, etc. 

5. Attend to matters of health and sanitation, and to all casualties. 

This immensely important task of serving the line is performed by the Spe- 
cial Staff Corps and Departments, such as the Ordnance, Signal, Medical, 
Quartermaster, etc., which were taken up previously in this lecture. 

So closely related are line and staff duties under present conditions of war- 
fare that an organization may partake of the functions of both. For example, 
the Corps of Engineers is charged with the duty of constructing military de- 
fense, bridges, and similar work. These are largely staff duties. At times, 
however, it comes in actual conflict with the enemy: for example, in sapping 
and the operation of armored trains, it is then performing line duties. The 
same condition applies to other of the auxiliary corps, such as the Aviation 
Corps, Chemical Service, etc. 

Army Units 

The line is divided into tactical and administrative units. 

A tactical unit is any unit organized primarily for the purpose of military 
manipulation. 

An administrative unit is created for the purpose of keeping record of the 
needs and achievements of the various elements and their personnel so that 
the tactical units can be most efficiently operated. 

In the line organization no units are purely administrative, for example, the 
company and the regiment are both tactical and administrative. 

The following is a table showing certain important units in Army organiza- 
tion, their commanders and their approximate strength. 

Commanded by 

A Squad consists of from 6 to 11 men Corporal 

A Platoon " " 3 or more squads Lieut, or Sgt. 

A Company " " 2 or more platoons Capt. 

A Battalion " " 2 or more companies Major 

A Regiment " " 15 companies Colonel 

A Brigade " " 2 or more regiments Brig. Gen. 

A Division " " 3 or more brigades Maj. Gen. 

A Corps " " 3 or more divisions Ueut. Gen. 

An Army " " 3 or more corps General 

The normal strength of a squad, which is the fundamental unit, is eight men, 
seven privates and a corporal — two ranks of four files each. 

The largest tactical unit outlined in the table of organization is the Division. 

The Division is supposed to embrace all the elements of the Army and is a 
self sustaining unit, capable of operating indefinitely against the enemy. At 
present the tables of organization are changing and the government is not 

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Administration — Lecture I Page 7 

giving out information as to changes. In the Official Bulletin for Sept. 22, 
1917, the following outline of the present foi-m of the Division was published: 

Organizations Men 

1 Division Headquarters 164 

1 Machine Gun Battalion of four companies 768 

2 Infantry Brigades each composed of two Infantry Regiments and 

one Machine Gun Battalion of three companies 16,420 

1 Field Artillery Brigade composed of three Field Artillery Regiments 

and Trench Mortar Battery 5,068 

1 Field Signal Battalion 262 

1 Regiment of Engineers 1,666 

1 Train Headquarters and Military Police 337 

1 Ammunition Train 962 

1 Supply Train 472 

1 Engineer Train 84 

1 Sanitary Train composed of four Field Hospital Companies and four 

Ambulance Companies 943 

Total 27,152 

The chief changes from the former organization are : first, an increase in the 
ratio of Artillery of all classes to Infantry; second, a great increase in machine 
gun strength; third, the specialization of the Infantry in the use of hand and 
rifle grenades and other instruments of up to date fighting. The third change 
is brought out in the following outlines : 

Infantry Regiment 

1 Headquarters and Headquarters Company 303 

3 Battalions of four Rifle Companies each 3,078 

1 Supply Company 140 

1 Machine Gun Company 178 

1 Medical Detachment 56 

Total 3,755 

The size of the Headquarters Company is explained when we see that it 
includes the following: 

1 Headquarters Platoon, including 1 Staff Section, 1 Orderlies' Section 

and 1 Band Section 95 

1 Signal Platoon 77 

1 Sappers and Bombers Platoon 43 

1 Pioneer Platoon for engineer work 55 

1 One-pounder Cannon Platoon 33 

Total 303 

Each rifle company has a strength of 250 men and six officers; it is com- 
posed of company headquarters (two officers and eighteen men) and four 
platoons. Each platoon includes: 

Officers and Men 
1 Headquarters 2 

1 Section Bombers and Rifle Grenadiers 22 

2 Sections Riflemen, 12 each 24 

1 Section Auto Riflemen, Four Guns 11 

Total 59 

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Administration — Lecture I Page 8 



Rank 

Article III of the Army Regulations prescribes: "Military rank is that 
character or quality bestowed on military persons which mark their station 
and confers eligibility to exercise command and authority in the military serv- 
ice within the limits prescribed by law. It is divided into degrees or grades 
which mark the relative positions and powers of the different classes of persons 
possessing it." 

Following are the grades of rank of officers and noncommissioned officers of 
the Army: 

Insignia 

1. General 4 Silver Stars 

2. Lieutenant General 3 Silver Stars 

3. Major General 2 Silver Stars 

4. Brigadier General 1 Silver Star 

5. Colonel Silver Eagle 

6. Lieutenant Colonel Silver Oak Leaf 

7. Major Gold Oak Leaf 

8. Captain 2 Silver Bars 

9. 1st Lieutenant 1 Silver Bar 

10. 2nd Lieutenant 1 Gold Bar 

11. Aviator. 

12. Cadet. 

13. Nurse (Army Nurse Corps). 

14. (1) Sergeant major, regimental; sergeant major, senior grade, Coast 
Artillery Corps; fb) quartermaster sergeant, senior grade, Quartermaster 
Corps; master hospital sergeant, Medical Department; master engineer, senior 
grade, Corps of Engineers; master electrician, Coast Artillery Corps; master 
electrician, Air Service; master signal electrician; band leader; (c) hospital 
sergeant, Medical Department; master engineer, junior grade, Corps of Engi- 
neers; engineer, Coast Artillery Corps. 

15. Ordnance sergeant; quartermaster sergeant, Quartermaster Corps; 
supply sergeant, regimental. 

16. Sergeant major, squadron and battalion; sergeant major, junior grade., 
Coast Artillery Corps; supply sergeant, battalion. 

17. (a) First sergeant; (b) sergeant, first class, Medical Department; 
sergeant, first class, Quartermaster Corps; sei'geant, first class, Corps of 
Engineers; sergeant, first class, Air Service; sergeant, first class, Signal 
Corps; electrician sergeant, first class, Coast Artillery Corps; electrician ser- 
geant, Artillery Detachment, United States Military Academy; assistant engi- 
neer, Coast Artillery Corps; (c) master gunner, Coast Artillery Corps; master 
gunner, Artillery Detachment, United States Military Academy; band sergeant 
and assistant leader, United States Military Academy band; assistant band 
leader; sergeant bugler; electrician sergeant, second class, Coast Artillery 
Corp? ; e'ectrician sergeant, second class, Artillery Detachment, United States 
Military Academy; radio sergeant. 

18. Color sergeant. 

19. Sergeant; supply sergeant, company; mess sergeant; stable sergeant; 
fireman, Coast Artillery Corp.-. 



Administration — Lecture I Page 9 

20. Corporal ; corporal bugler. 

Tn each grade and subgrade date of commission, appointment, or warrant 
determines the order of precedence. (C.A.R. No. 76, July 31, 1918.) (211.31, 
A.G.O.). 

Officers of the same grade of the Regular Army, of the Organized Militia 
in the service of the United States, and of Volunteers take precedence in the 
order named. Officers of the Marine Corps, when detached for service with 
the Army by order of the President and while serving with the Army under 
that order, are upon equal footing with officers of the Regular Army and take 
precedence in each grade by date of commission. 

Between officers of the same grade and date of appointment or commission, 
other than through promotion by seniority or appointment of enlisted men to 
the grade of second lieutenant under the act of July 30, 1892, relative rank 
is determined by length of service, continuous or otherwise, as a commissioned 
officer of the United States, either in the Regular Army or, since April 19, 
1861, in the volunteer forces. When periods of service are equal, precedence 
will, except when fixed by order of merit on examination, be determined, first, 
by rank in service when appointed; second, by former rank in the Army or 
Marine Corps; third, by lot. 

The relative rank between officers of the Army and Navy is as follows, 
lineal rank only being considered : 

General with admiral. 

Lieutenant general with vice admiral. 

Major general with rear admiral. 
Brigadier general with junior- rear admiral. 

Colonel with captain. 

Lieutenant colonel with commander. 

Major with lieutenant commander. 

Captain with lieutenant. 

First lieutenant with lieutenant (junior grade). 

Second lieutenant with ensign. 
"The insignia of rank in the Army and Marine Corps is worn on the shoul- 
der straps and is the same for both arms of the service. Officers of the Navy 
wear the same insignia as those of the corx*esponding grades in the Army, but 
it is worn embroidered on the collar. The exception to this is in the case of 
an ensign who wears nothing corresponding to the gold bar of a second 
lieutenant." 



Field Service 

In times of war, for purposes of administration, there are two main terri- 
torial divisions within which the Armies of the United States operate. These 
divisions are known as the Service of the Interior and the Theatre of Oper- 
ations. 

The Service of the Interior might be termed the working of the military 
establishment in the home country. The production, manufacture, and collec- 
tion of supplies and equipment, and the raising, equipping and training of 
troops are included in this service. In the present war this service includes 
the whole of the United States and other sources of supplies and equipments. 
In order to facilitate the work of the Service of the Interior, the United States 
and its possessions have been divided into nine Territorial Dpartments. They 
are as follows: 

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Administration — Lecture I Page 10 



Department Headquarters 

Northeastern Department Boston, Mass. 

Eastern Department .Governors Island, N. Y. 

Southeastern Department Charleston, S. C. 

Central Department Chicago, 111. 

Southern Department Fort Sam Houston, Texas 

Western Department San Francisco, California 

Philippine Department Manila, P. I. 

Hawaiian Department Honolulu, H. I. 

Panama Department Ancon, C. Z. 

Alaska is under the jurisdiction of the Western Department. 

At the head of each Territorial Department is a Department Commander 
directly answerable to the War Department at Washington. He has his Ter- 
ritorial Department Staff which is modeled after that of the War Department 
at Washington. There is a Department Chief of Staff, a Department Quar- 
termaster, a Department Ordnance Officer, etc., each having jurisdiction, under 
the Department Commander, over the matters pertaining to his corps in the 
department in which he is located. Ports of Embarkation, Depots, Concentra- 
tion Camps and Cantonments are directly responsible to Washington even 
though located in a Territorial Department. 

The work of the Service of the Interior is directed by the Secretary of War 
through the medium of his personal representative, the Chief of Staff. The 
Chief of Staff is assisted in this work by the newly organized bureaus, such 
as the War Council, and the War Industries Board. The work is carried on 
by the Bureau Chiefs (e.g., the Chief of Ordnance), Department Commanders, 
and in certain cases by commanders of concentration camps and ports of em- 
barkation. The Bureau Chiefs are responsible for all military establishments 
placed under their orders and are charged with the accumulation of supplies 
and material and the forwarding of these to Post Commanders or elsewhere. 
Department Commanders are responsible for the recruiting, training and 
equipment of troops except at those camps which do not come within the juris- 
diction of the Department Commander. 

The Theatre of Operations is the whole area of land or sea in which fighting 
may be expected or in which movements of troops are liable to interference 
from the enemy. 

Control of the Theatre of Operations is vested in one man, the Commander 
of the Field Forces, in the present instance by the Commander in Chief of the 
American Expeditionary Forces, General Pershing. 

Organization and Administration of A.E.F. 

Under the Commander in Chief, General Pershing, are the Chief of Staff, 
Deputy Chief of Staff, and all the Assistant Chiefs of Staff. 

The A.E.F. is divided into two main groups: Supply Services or Corps and 
the Combat Troops. 

In practically every military organization of any size, there are two main 
functions: the maintenance or supply and the operation. 

The Service of Supply, or S.O.S., extend from the Base Port to what is 
known as the Zone of the Advance. The S.O.S. is further subdivided into six 
Base Sections, an Intermediate Section and an Advance Section, the Com- 
manding Generals of each of these sections being directly responsible to the 
Commanding General S.O.S., who is, in turn, responsible to the Commander in 
Chief. 

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Administration — Lecture II Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE II 

Organization of M.T.C. as Separate Corps 

Appointment and Reduction of Noncommissioned Officers, Officers' Pay, 
Mileage, Leaves of Absence, Reports, Etc. 

Organization of M.T.C. 

The Motor Transport Corps was created during the existing emergency by- 
General Orders No. 75, War Department, dated August 15, 1918. The func- 
tions of the corps are as described in Lecture I. The term "motor vehicle" 
will be construed to include all bicycles, motorcycles, automobiles, trailers and 
trucks, by whatsoever staff, corps or service they may have been originally 
supplied and for whatsoever purpose. All motor vehicles with cargo-carrying 
chassis are classed as trucks. Tractors of the caterpillar type, designed pri- 
mai'ily for traction purposes, and tanks, are excepted from the provisions of 
this order, the Ordnance Department being charged with the responsibility 
for their supply and maintenance. 

Motor vehicles are divided into two classes: 

The First Class includes all cargo-carrying or passenger carrying motor 
vehicles used for general transportation purposes and the motorized portion 
of such reserve trains as may be held for general transportation purposes in 
rear of an army, under control of the army commander. 

The Second Class includes all motor vehicles not included in First Class. 
Substantially these will be such motor vehicles, as are assigned by Tables of 
Organization to organizations such as divisions, corps, troops and army troops. 

The Motor Transport Corps controls the operation of vehicles of the First 
Class, but merely maintains a technical supervision over the operation of 
vehicles of the Second Class. This technical supervision will, however, be inter- 
preted very broadly by all concerned. Bulletins will be published from time to 
time concerning the proper methods of operation, care and maintenance of 
motor vehicles. Motor Transport Corps officers will keep themselves constantly 
informed as to how motor vehicles of the organization to which they are at- 
tached are being used and will report to the proper commanding officer any 
abuse? which they discover. The commanding officer to whom such reports 
are made will hold to strict responsibility any officers who have motor vehicles 
under their control, which have been in any way damaged, or injured, on 
account of disregard of the proper methods of operation, cai'e and maintenance 
laid down by such bulletins. 

When vehicles are placed in the Second Class, the Motor Transport Corps 
officer supervising them has no authority to determine the use to which they 
are put; he merely guarantees that they shall perform as efficiently as possible 
whatever work the commanding officer chooses to assign them. 

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Administration — Lecture II Page 2 



When vehicles are placed in the Second Class, the commanding officer of the 
unit to which they are allotted is directly responsible for their efficient func- 
tioning, to the same degree as is the Motor Transport Corps officer for vehicles 
in the First Class. 

All garages, parks, depots, repair shops and similar establishments of the 
Motor Transport Corps will be manned and operated by Motor Transport 
Corps personnel, and their commanding officers will report direct to the Motor 
Transport Corps officer of the staff of the unit, or of the organization to which 
they are attached. 

Motor vehicles and their spare parts, motor vehicle shops and shop equip- 
ment, tools and accessories purchased by other staff corps or services will be 
turned over to and invoiced to the Motor Transport Corps and assigned by the 
Motor Transport Corps in accordance with the Tables of Organization, and as 
the best interests of the service dictate, regardless of their original source of 
procurement; except that ambulances and non-cargo and non-personnel carry- 
ing motor vehicles such as mobile repair shops, especially designed for Ord- 
nance, Signal Corps and Engineer Corps, gun mounts, rolling kitchens, labora- 
tory trucks, wireless trucks, photographic trucks, searchlight trucks, water 
sprinklers, will be held by the Motor Transport Corps subject to the orders of 
the staff corps, or service, for which they have been purchased. In the case of 
such ambulance and non-cargo carrying vehicles, the Motor Transport Corps 
will provide parking facilities for their reception and furnish facilities for the 
maintenance of the chassis and of such other parts as may be arranged for be- 
tween the Motor Transport Corps and the other staff corps or service con- 
cerned. Proper accounting for all motor vehicles and for chassis of special 
vehicles above mentioned will be made to the Chief of Motor Transport Corps. 

In each army, corps and division, the army artillery, and in each organiza- 
tion and station, there will be an officer of the Motor Transport Corps, or an 
officer acting as Motor Transport Corps Officer, designated Motor Transport 
Corps officer of that command, who is responsible for the efficient operation 
of the Motor Transport Corps within the limits of the command. His activi- 
ties are controlled by G-l in divisions or corps, and by G-4 in armies, in the 
some manner as are those of other representatives of technical and supply 
services in such commands. The functions of this officer are as follows: 

First, he is in command of all motor transportation of the First Class, as 
denned above, and controls its operation in accordance with the instructions 
from the proper commanding officer as to its employment. 

Second, he exercises the functions of a staff officer as regards the supply 
of all Motor Transport Corps property for the command and as regards the 
technical supervision over motor vehicles of the Second Class as provided for 
in the sixth and seventh paragraphs of this lecture. 

To carry out this technical supervision, it will be his duty to make frequent 
inspections of all matters having any bearing on the Motor Transportation 
of the command. In making these inspections, he will be afforded every facil- 
ity by all concerned. He will make frequent reports to the Divisions of the 
General Staff by whom his activities are controlled, covering such matters as 
the suitability of the personnel charged with operating motor vehicles, the 
mechanical condition of the vehicles, the conditions under which they are oper- 
ated, needs for repair or overhaul, carelessness or waste on the part of any 
individual organization and similar matters, together with his recommendation 
as to any action that should be taken. 

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Administration — Lecturt II Page 3 

American Expeditionary Forces 

The Motor Transport Corps is charged with the duty of handling, supervis- 
ing and coox-dinating all matters relating to procurement, inspection, distribu- 
tion, maintenance and operation of motor transportation, including trailers 
and bicycles, and excepting tanks, caterpillars and tractors, for the Expedi- 
tionary Forces, and to perform these duties in the most efficient manner pos- 
sible. The following organization of the office of the Director of the Motor 
Transpoi't Corps was ordered effective as of August 19th, 1918: 

(a) Director of Motor Transport Corps. 

Handles all matters relative to control, supervision and direction of the 
activities and personnel assigned to and attached to the Motor Transport 
Corps. 

Deputy Director of Motor Transport Corps. 

Acts for, and in the absence of, the Director and performs such other 
special duties as may be assigned to him by the Director. 

Executive Officer. 

Acts for, and in the absence of, both the Director and Deputy Director. 
Acts as the representative of the Director to insui'e the proper carrying 
on of the duties of the Corps. 

(b) Executive Division. 

This division has charge of the office management, personnel, statistics, 
accountability, leases, etc., and administration. 

(c) Supply Division. 

This division has charge of obtaining M.T.C. material from America, 
obtaining M.T.C. material from Europe, and warehousing and distribution 
of all supplies except assembled vehicles. 

(d) Repair Division. 

Has charge of repair and upkeep of all material, salvage of all material, 
interior equipment and arrangement of shops, and, jointly, with the Opera- 
tions Division, the reconstruction parks. 

(e) Operations Division. 

Has charge of the assignment and distribution of vehicles, the operation 
of convoys and pools, the economical operation of all vehicles, and, together 
with the Repair Division, of reconstruction parks. 

(f) Engineering Division. 

Has charge of the experience tables of vehicle efficiency, research and 
development, and design and standardization. 

(g) Plans and Projects Division. 

Ts responsible for keeping in touch with all military conditions affecting 
M.T.C. activity, the anticipation of M.T.C. responsibilities, the decision on 
locations, construction designs, amount of personnel, scope and equipment 
of all M.T.C. activities; after proper consultation with divisional heads, is 
charged with detailing arrangements for putting same into effect, and 
coordination of all M. T. C. plans and projects. 

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Administration — Lecture II Page 4 



(h) Inspection Division. 

The function of this division includes both technical and administrative 
inspection of M.T.C. activities. 

(i) Training Division. 

Has charge of the training of all technical personnel, training of all non- 
technical personnel, and training of personnel for other services. 

(j) Liaison. 

Coordination and cooperation between the M.T.C, A.E.F. and War De- 
partment; coordination and cooperation among the different corps and 
services of the A.E.F. 

Base Section. 

The base section has its reception parks, garages and service parks, the 
officers in charge of each of these being directly responsible to a district 
Motor Transport officer who is responsible through the Motor Transport 
officer of the base section to the office of the Director of Motor Transport 
Corps. 

Intermediate Section. 

This section maintains garages and service parks, the officers in charge 
of which are directly responsible to a district Motor Transport officer, and 
through the Motor Transport officer of the intermediate section to the office 
of the Director of Motor Transport Corps. 

Advance Section. 

The advance section maintains (a) overhaul parks and organization 
parks, theofficers in charge of # which are directly responsible to the Motor 
Transport officer of the advance section and through him to the office of the 
Director of Motor Transport Corps; (b) garages and service parks, the 
officers in charge of which are directly responsible to a district Motor Trans- 
port officer of the advance section to the Director of Motor Transport Corps. 

Under the Division Motor Transport officers are the commanders of 
various service parks and trains. The division Motor Transport officer is 
responsible to the corps Motor Transport officer. There are also responsible 
to the corps Motor Transport officer the commanders of the corps service 
parks and trains not assigned to divisions within the corps. The corps 
Motor Transport officer is responsible in turn to the Army Motor Trans- 
port officer and there are also responsible to the Army Motor Transport offi- 
cer the commanders of the service parks and trains which are not directly 
assigned to a corps with inthe army. The Army Motor Transport officer 
is responsible to the office of the Director of Motor Transport Corps. 

On the following page will be found a chai't of control as previously described. 

Appointment and Reduction of Noncommissioned Officers 

Battalion noncommissioned staff and company noncommissioned officers are 
appointed by regimental or separate battalion commanders, the former upon 
the recommendation of the battalion commander, the latter upon the recom- 
mendation of the company commander; in units not organized into regiments 
or separate battalions, by the unit commander with the approval of the next 
higher tactical commander, or of the chief of the service to which the par- 
ticular unit belongs; and in division supply, ammunition, engineer, and sani- 

M T o c 



Administration — Lecture II 



Page 5 



r o 






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MTOC 



Administration — Lecture II Page 6 

tary trains, by the respective chief of service. On the recommendation of 
company commanders, company noncommissioned officers may be temporarily 
appointed by battalion commanders, under the conditions stated in paragraph 
256 A.R. ; but in no case will any company organization have an excess of non- 
commissioned officers above the number authorized by law. The noncom- 
missioned officers of Coast Artillery Corps companies, upon the recommenda- 
tion of company commanders, will be appointed by coast-defense commanders. 
(C.A.R., No. 66, Dec. 31, 1917.) 

(300.31, A.G.O.) 

To test the capacity of privates for the duties of noncommissioned officers 
company commanders may appoint lance corporals, who will be obeyed and 
respected as corporals, but no company shall have more than one lance cor- 
poral at a time, unless there are noncommissioned officers absent by authority, 
during which absences there may be one for each absentee. 

The captain will select the first sergeant, quartermaster sergeant, and stable 
sergeant from the sergeants of his company, and may return them to the 
grade of sergeant without reference to higher authority. 

Each noncommissioned officer will be furnished with a certificate or warrant 
of his rank, signed by the regimental commander; but a separate warrant as 
first sergeant, quartermaster sergeant, or stable sergeant will not be given. 
A warrant issued to a noncommissioned officer is his personal property. War- 
rants need not be renewed in cases of reenlistment in the same company, if 
reenlistment is made the day following the day of discharge, but, unless other- 
wise ordered by the regimental or coast defense commander, on the recom- 
mendation of the company commander, will remain in force until vacated by 
promotion or reduction, each reenlistment and continuance to be noted on 
the warrant by the company commander. The warrants for noncommissioned 
officers of the Coast Artillery Corps companies will be signed by the coast 
defense commander. 

(C.A.R. Nos. 36 and 55.) 

Appointments of company noncommissioned officers and cooks of the Medi- 
cal Department will take effect on the day of appointment by the authorized 
commander, and of first sergeants, quartermaster sergeants, stable sergeants, 
chief mechanics, cooks, artificers, farriers, horseshoers, mechanics, saddlei's, 
wagoners, musicians, trumpeters, and first-class privates on the day of ap- 
pointment by the company commander; but in case of vacancy in a company 
absent from regimental and battalion headquarters a company commander 
may make a temporary appointment of a noncommissioned officer, which will 
carry rank and pay from the date of such appointment. Information of the 
appointment will be promptly sent to the regimental commander, and if he 
disapproves it the increased rank and pay will cease upon receipt by the com- 
pany commander of such disapproval. (C.A.R., No. 55.) 

A noncommissioned officer may be reduced to the ranks by sentence of a 
court-martial, or, on the recommendation of the company commander, by the 
order of the commander having final authority to appoint such noncommis- 
sioned officer, but a noncommissioned officer will not be reduced because of 
absence on account of sickness or injury contracted in the line of duty. If 
reduced to the ranks by sentence of court-martial at a post not the headquar- 
ters of his regiment, the company commander will forward a transcript of the 
order to the regimental commander. The transfer of a noncommissioned offi- 
cer from one organization to another carries with it reduction to the ranks, 
unless otherwise specified in the order by authority competent to issue a new 
warrant. 

M T O C 



Administration — Lecture II Page 7 

When a company is serving in a different department from its regimental 
headquarters and at such a distance therefrom that more than 15 days are 
l-equired for exchange of correspondence by mail, a noncommissioned officer 
may be reduced to the ranks, on recommendation of the company commander, 
by the order of the battalion commander, if such commander be in the same 
depai-tment as the company. When a company is serving in a different de- 
partment from its regimental and battalion headquarters, and at such a dis- 
tance from its regimental headquarters that more than 15 days are required 
for exchange of correspondence by mail, a noncommissioned officer may be 
reduced to the ranks, on the recommendation of the company commander, by 
order of the senior officer of the regiment on duty in the department in which 
the company is serving. (C.A.R., No. 45.) 

When a noncommissioned officer, while in arrest or confinement, is reduced 
by sentence of a court martial, the date of the order publishing the sentence 
is the date of reduction. In all other cases reduction takes effect on the date 
of receipt of the order at the soldier's station. (C.A.R., No. 15.) 

Officers' Pay 

Officers are paid monthly on accounts certified to by themselves on W.D. 
Form No. 336, Officer's Pay Voucher. This form should be made out and 
forwarded to the proper disbursing quartermaster not later than the day of 
the month specified in the particular command in which the officer is serving, 
which is ordinarily the fifteenth, twentieth or twenty-fifth of the month cov- 
ered by the voucher. 

With the first pay voucher submitted at a new post or station, the officer 
must furnish two copies of the order assigning him to duty there. 

In the case of officers newly commissioned, there must appear on the pay 
voucher a statement of the date on which the officer accepted his commission. 

An officer entitled to commutation of quarters, heat and light, is allowed 
commutation of quarters according to his grade, that is, two rooms for a sec- 
ond lieutenant, three rooms for a first lieutenant, four rooms for a captain, 
etc., at the rate of $12.00 per room, but is allowed commutation of heat and 
light only for the number of rooms occupied not to exceed the number of 
rooms to which his grade entitles him. 

The following is quoted from Army Regulations, paragraphs 1259 and 
1259 y 2 : 

"An officer about to embark for service beyond the sea and desiring to 
make provision for himself or his family in the United States, may send to 
the Depot Quartermaster, Washington, D. C, such full monthly accounts as 

he may elect, indorsing them as follows: "When due pay to ," 

or "When due place to the credit of with ," 

or "When due place to my credit with " The Depot Quarter- 
master, Washington, D. C., will immediately notify the Department Quarter- 
master of the department where the officer is to serve of the months for which 
accounts have been so received, and will then pay them as they become due 
if the casualty list and stoppage circular show no bar to payment. If the 
officer be under orders to proceed to Alaska or the Canal Zone, or for service 
with an independent brigade or division, the notification will be sent directly 
to the Quartermaster where the officer is to serve. Should an officer already 
in service beyond the sea desire to have his accounts paid as described, he 
will forward them through the Department Quartermaster of the department 
where he is serving, to the Depot Quartermaster, Washington, D. C, except 

M t o c 



Administration — Lecture II Page 8 

when stationed in Alaska or the Canal Zone, or serving with an independent 
brigade or division, in which event the accounts will be forwarded through 
the local Quartermaster. Department and other quartermasters, through 
whom accounts are sent to the Depot Quartermaster, Washington, D. C, will 
make a record of the accounts so forwarded. (C.A.R., No. 9.) 

An officer about to embark for service beyond the sea or already on oversea 
service who does not desire to dispose of his pay accounts as prescribed in 
the foregoing paragraph, may make an allotment of pay for the support of 
his family or dependent relatives, the difference between the amount so al- 
lotted and the total pay due to be drawn by the officer at the place where he 
is serving. This allotment must be in an amount less than the sum of the 
officer's monthly base and longevity pay, and the difference between the total 
pay due him and the amount allotted will be drawn at the station where he is 
serving on a pay account prepared to cover the total pay due with the notation : 

"Deduct for allotment $ " All allotments of pay will be paid by the 

Depot Quartermaster, Washington, D. C, as they accrue if the casualty list, 
stoppage ch'cular, or other report shows no bar to payment. 

An officer desiring to make an allotment of pay as herein provided will state 
his allotment on Quartermaster Corps Form No. 38a, which will be for- 
warded directly to the Depot Quartermaster, Washington, D. C, if the officer 
is under orders for oversea duty. The Depot Quartermaster will immediately 
notify the Chief Quartermaster or Department Quai-termaster where the 
officer is to serve of the amount of the allotment and the period thereof. In 
case of officers under orders to proceed to Alaska or for service with an inde- 
pendent brigade or division, the notification will be sent directly to the Quar- 
termaster where the officer is to serve. If the officer is at an oversea station 
when the allotment is made, he will forward the allotment form to the Depot 
Quartermaster, Washington, D. C, through the Chief Quartermaster or De- 
partment Quartermaster where he is serving, who will make record of the 
same. Should the allotment form not be available, the officer may make his 
allotment in the form of a letter reading: 

I hereby allot $ of my pay per month for months, 

commencing the 1st day of to , 

who is my and whose address is 

Should the officer desire to have the amount of the allotment placed to the 
credit of his allottee with a bank, he will amplify his letter accoi'dingly, giv- 
ing the name and location of the bank. This letter should be forwarded in 
the same manner as is herein provided for the regular allotment form. 

An officer who has disposed of his pay accounts as prescribed in the fore- 
going paragraph and who desires to substitute an allotment of pay therefor, 
should, in forwarding his allotment request the return of said pay accounts. 
The pay accounts will be returned by the Depot Quartermaster through the 
proper Quartermaster where the officer is serving. 

Allotments of pay for purposes other than the support of families or de- 
pendent relatives, or by officers stationed within the continental limits of the 
United States, will not be permitted except when specially authorized by the 
Secretary of War, but this will not be construed as requiring discontinuance 
of allotment of an officer who is temporarily on duty in the United States or 
there on leave of absence from an over-sea station. 

Should an officer desire to discontinue an allotment prior to the expiration 
of the period for which originally made, he will notify the Depot Quarter- 
master, Washington, D. C, specifying the date, which will be the last day of 
a month on which he desires the discontinuance to take effect. This notifica- 

M T o C 



Administration — Lecture II Page 9 

tion will be sent through the channels herein prescribed for forwarding 
allotments, and when practicable will be mailed sufficiently in advance of the 
date of discontinuance to insure receipt by the Depot Quartermaster before 
said date. In case there is any doubt as to the discontinuance being received 
through the mails prior to the date specified therein, the officer, at the time 
of mailing the discontinuance, will notify the Depot Quartermaster by tele- 
graph of the date of discontinuance, such telegrams to be paid for by the 
officer. The Depot Quartermaster will acknowledge the receipt of all requests 
for discontinuance of allotments. 

It shall be the duty of the immediate commanding officer of any officer 
who assumes a status which deprives him of pay to ascertain whether the 
officer has an allotment; and if so, to report the matter to the commanding 
general of the department or forces with which the officer is serving, who will 
notify the Adjutant General of the Army by telegraph to discontinue allot- 
ment, or to suspend further payments if the facts do not call for total discon- 
tinuance. (C.A.R., No. 62, Nov. 5, 1917.) 

(243, A.G.O.) 

Mileage 

When an officer travels under competent orders he is entitled to reim- 
bursement by mileage at the rate of 7 cents per mile. He may, if he so de- 
sires, secure from the Quartermaster Corps, transportation requests for the 
journey, exclusive of sleeping and parlor car accommodations, and the trans- 
portation so furnished will be charged against the officer's mileage account, 
deductions being made at the rate of 3 cents per mile. 

Mileage accounts are made out on War Department Form No. 337, Mileage 
Voucher. When forwarded to the proper disbursing Quartermaster for pay- 
ment this voucher must be accompanied by two copies of the order directing 
the travel. In order to collect mileage the order must contain the sentence : 
"The travel directed is necessary in the military service." 

Leaves of Absence 

In time of peace an officer is entitled to one month's leave, or shorter leaves 
aggregating thirty days per year. During the existing emergency, however, 
it is the policy of the War Department that leaves should be granted only 
when justified by some urgent reason necessitating same. 

An application for leave must state its desired duration and be forwarded 
to the proper commanding officer through military channels. Intermediate 
commanders will indorse thereon their recommendations. 

A leave of absence commences on the day following that on which the 
officer departs from his station. The day of departure, whatever the hour, 
is counted as a day of duty; the day of return as a day of absence. 

Reporting for Duty 

Upon arrival at a post, camp or station to which he has been assigned for 
duty, the officer should immediately look up the adjutant and report to him, 
presenting a copy of the orders assigning him to duty there. The adjutant 
will then direct him in regard to reporting to the commanding officer, report- 
ing to the personnel adjutant, assignment to quarters, arrangements for 
mess, etc. 



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Administration — Lecture III Page 1 






MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE 111 

Organization of Motor Transport Company 

Duties of Officers and Noncommissioned Officers 

Insurance and Allotments 

Pay of Troops and Pay Cards 

Organization of Motor Transport Company 

The following chart shows in graphic form the division of duties and re- 
sponsibilities in the standard Motor Transport Company. 



M T o c 



Administration — Lecture III 



Page 2 



MOTOR TRANSPORT COMPANY ORGANIZATION 



Supervision of repairs 
Mechanical inspection 
Approval spare parts requ 



ASSISTANT MECHANICS 



rOMPANY COMMANDER 



1st l.i 



Administration 

Operation 

Supply accountability 

Discipline 



2nd Lieutenant 



Xsst. to Company 



tsl Sergeant (.Truckinaster) 



General administration an. I in- 
spection 
Organization and despatching of 

truck convoys 
Organization of fatigue duties 
Supervision <>f roll calls 



COMPANY CLERK 



Preparation and transmission 
of returns 

Receipt and transmission of 
orders 

Maintenance of permanent rec- 
ords 



CHIEF OF SKCTION 
{Assistant Truckmaster) 


[Executive of liis section of trucks 


[Controls: 


1 'Operation, repair, upkeep, in- 
spection 
Responsible for: 

1 Discipline, instruction, sanita- 
tion (personnel) 

I Police of quarters 



PROPERTY SERGEANT 



Responsibility for all unissued 

company property 
All property records 
Procurement of all company 

supplies and spare parts 
Issue of supplies and spare 

part. 



MESS SERGEANT 



Drawing and issuing of ratioi 
Supervision of cooks, kitclll 



CHIEF OF SECTION 

l.l.wi.vfan/ Tn,rl;mu.tt,r< 



Exei utive of his section of trucks 
( ontrols 

•Operation, repair, upkeep, in 
speetion 
Responsible for 
Discipline, instruction sanits 

tion (personnel) 
Police of quarters 



CHIEF OF SECTION 

lAmetant Trw I 



Executive of his sen,,,,, of trucks 
Controls: 

'Operation, repair, upkeep, in- 
spection 
Res] sible for: 

Discipline, instruction sanita 

Police ..f quarters 



•|, |( ludes responsibilitj for draw - 

ing gasoline, oil and grease 



MTOC 



Administration — Lecture III Page 3 

The motor transport company is normally organized into three sections of 
nine trucks, each section under command of an assistant truckmaster. The 
service trucks, i. e., tank trucks, etc., are usually kept under the immediate 
orders of the truckmaster, as they do not form an integral part of the cargo 
sections. When the company is not operating in convoy, the service trucks 
may be assigned to cargo work, and in such cases should be attached to 
sections. 

Duties and Responsibilities 

(a) Company Commander. — He is responsible for the efficient operation, 
maintenance, and discipline of his company. He must constantly bear in 
mind that the value of his organization is measured by the efficiency with 
which it operates, and by its ability to cope with emergencies. 

(b) Second Lieutenant. — This officer is the direct assistant of the company 
commander, and has such duties and responsibilities as are given him by the 
company commander. 

(c) First Sergeant. — He is the truckmaster and the executive of the com- 
pany. He sees that all orders, regulations, and other requirements are prop- 
erly carried out; that the men perform their duties properly; arid reports to 
the company commander any cases of neglect or violation of orders requiring 
disciplinary action. He should be a man chosen more for his administrative 
and executive ability and his efficiency in handling men than for his me- 
chanical knowledge. The mechanic may well be chosen for his ability as a 
mechanic, irrespective of his ability to handle men, but the first sergeant 
should be a man of force, as his prime duty is to maintain discipline for the 
efficient operation of the company. 

(d) Mechanic and Assistant Mechanics. — The mechanic and assistants are 
under the direct control of the first sergeant. The mechanic should be held 
responsible for the necessary repairs made to the mechanical equipment of 
the company. He is in charge of the repair truck, tools and equipment per- 
taining thereto. He should sign for the tool equipment and issue it to the 
assistant mechanics on proper receipts. He should be held responsible for this 
equipment, see that it is properly maintained and that any shortages by dam- 
age, loss, etc., are pi'operly made up. Normally, he should see that the 
assistant mechanics are properly qualified, and should instruct them in their 
work. In order to perform their duties properly, the mechanic and assistant 
mechanics should be thoroughly familiar with the instruction books issued 
by the maker of the vehicles furnished to the company. 

(e) Company Clerk. — He has charge of all records, reports and correspond- 
ence of the company. As he is habitually called upon to notify members of 
the company as to orders and instructions received, or to call upon them for 
the rendering of prescribed reports, and in consideration of other incidents 
where he must exercise authority, he has the rank of sergeant. Other duties 
for him are prescribed by the company commander according to local con- 
ditions. 

(f) Property Sergeant. — He is responsible for all supplies and equipment 
not actually issued to individuals, and will keep the necessary records therefor. 
He is responsible, moreover, that all issues of property are properly receipted 
for by the persons responsible. He keeps the property under his charge clean 
and in proper order, and should have a list up to date of all property and its 
disposition. All dealings with the quartermaster or supply officer, not requir- 
ing the personal intervention of the company commander, should be carried 
on by him. 

m to c 



Administration — Lecture III Page 4 

(g) Mess Sergeant. — He has direct charge of the mess hall, kitchen, and 
all matters pertaining thereto, including supervision of the cooks or other 
men working in the kitchen. He draws the rations, sees that they are eco- 
nomically used, makes up bills of fare, sees that the kitchen, mess hall and 
premises are clean and sanitary, and that all orders in reference thereto are 
properly carried out. His authority to contract debts, or expend money should 
be carefully watched and checked by the company commander personally. 
In some cases, the duties of mess sergeant are performed by the property 
sergeant, but this depends on the special aptitude of the man, as well as on 
other local conditions in the company. 

(h) Chiefs of Sections. — Each chief of section (assistant truckmaster) is 
responsible for the discipline, instruction and all other matters pertaining to 
the personnel of his section; for the operation, repair and upkeep of the equip- 
ment assigned thereto. He is the intermediary between the men of his sec- 
tion and the truckmaster or company commander. His supervision extends 
to all the details connected with his section, including police and sanitation 
of quarters, seeing that his men are provided with the necessary equipment 
and clothing. All orders for his section, either regarding the members of 
his personnel or the units of his equipment, should be given to him. He should 
assure himself that his section is in proper condition at all times by making 
regular and systematic inspections of his men and equipment. He should 
examine all his vehicles on their return from work, and see that the drivers 
have taken proper care of them and that the proper repairs are made. In his 
absence, for any cause, a suitable man should be designated to perform his 
duties. 

(i) Driver. — He keeps his vehicle and its equipment clean and in proper 
repair and working order. In order to do this, he utilizes his spare time while 
not on duty to do the minor work required thereon. He should be especially 
required to attend to the proper lubrication of all parts and truck mechanism, 
and to report promptly any defect noted or repair needed. In transporting 
material or supplies, he will see that the vehicle is not overloaded, that the 
cargo is properly loaded and lashed, and ordinarily he is responsible for its 
safe delivery. He should be familiar with the mechanism of his vehicle and 
its proper operation, and for this purpose he should be thoroughly familiar 
with the-contents of the instruction book issued by the makers of the vehicle. 
He should be required to wear proper uniform when driving. 

Policy and Attitude of Company Commander 

The company commander should endeavor to standaixlize, in writing if 
possible, all important elements of company procedure. Unless all duties and 
functions are clean cut and clearly defined, an organization of the size of a 
motor transport company will become cumbersome and inefficient. 

The development of company spirit, or esprit de corps, must be fostered in 
every way possible by the company commander. No one factor can be of 
more value in maintaining good discipline in the camp and on the road. See 
that the men are neat in their personal appeai - ance and that their vehicles are 
at all times clean. Men can be led to take great pride in their trucks and in 
their work. The development of esprit de corps must necessarily rest very 
largely upon the personality of the company commander and the spirit which 
he instils into his non-commissioned officers and men. 

The importance of relations of the Americans with the Allies, both civilian 
and military, must not be overlooked by the company commander. Differ- 
ences in temperaments and points of view sometimes may lead to friction 

M TO C 



Administration — Lecture 111 Page 5 

between persons of different races, and company commanders should make use 
of their positions to overcome any friction that comes to their knowledge, and 
thus maintain the good relations that now exist. Company commanders 
should impress the importance of this subject upon all their men, especially 
upon their non-commissioned officers. 

General Regulations 

The company commander should use the following as a guide for regula- 
tions which will be drawn up by him and posted for the company: 

No alcoholic liquors of any kind are permitted within the limits of the camp. 

Rules for sanitation to fit the given situation. 

Latrines will be kept in sanitary conditions. 

The men will be held pecuniai-ily responsible for loss or damage to any 
equipment whatsoever, which was cleaidy due to negligence or carelessness. 

The rules of military courtesy briefly outlined and published. 

Establish definitely the limits of the cantonment. 

Impress upon the men the danger and prevalence of venereal disease and 
outline to them General Orders 77 A.E.F. 1917. Post rule regarding report- 
ing for prophylactic treatment. 

Post necessary fire regulations for quarters, kitchen, and trucks (particu- 
larly the handling of gasoline). 

Establish guard rules. 

Inspection of quarters, kitchen, personal equipment, and vehicles should be 
carefully and regularly made. Inspection under arms should be held weekly, 
preferably on Saturdays and muster days in the manner prescribed in Infantry 
Drill Regulations, followed by an inspection of vehicles. 

Suggested Daily Schedule 

6:00 A. M. Reveille. 

6:15 " Roll call, followed by short setting-up exercise. 
7:00 " Breakfast. 
7:30 " Camp police. 

8:00 " Morning reports in, and sick call. 

8 :00 Camp inspection ; informal on week days and formal on Saturday. 

8:15 " Drill. 

9:30 " Work on trucks; miscellaneous work. 
12:00 Noon Dinner. 
1:00 P. M. Work on trucks; miscellaneous work. 
5:30 " Supper. 

6:00 Town leave (not more than 20 % of the men per evening, or- 

dinarily). 
9:00 " Taps. 

Insurance and Allotments 
Allotments, Allowances and Compensation 

By an act of Congress approved October 6th, 1917, the United States makes 
certain provisions for the families and dependents of the members of its Mili- 
tary and Naval Forces. 

The law provides, in brief, the following: 

m to C 



Administration — Lecture III rage 6 

1. For the support, during the war, of the families and dependents of 
enlisted men. 

a. Allotments of pay. Certain proportions of pay are to be with- 
held from the men and paid directly to the families or de- 
pendents, or for insurance, or for other purposes. 
Allotments may be either compulsory or voluntary. 

b. Family Allowances. 

In addition to all allotments of pay by the man, the United 
States will pay monthly allowances to the wife, children, and 
certain dependents. 

2. For the protection of both officers and enlisted men and their depend- 
ents from the hazards of injury, disease and death. 

a. Compensation. 

Monthly payments for disability and death due to injury and 
disease incurred in the line of duty. 

b. Insurance. 

Provided by the United States, upon application and payment 
of premium without medical examination, against total dis- 
ability and death. Provision is made for the continuation of 
the insurance after leaving the service. This phase of the act 
is discussed in another lecture. 

Classification of Allotments and Allowances 

Class "A," or compulsory, allotments are made to any of the following de- 
pendents who are known as Class "A" dependents; The wife or former wife 
divorced and not remarried, to whom alimony has been decreed; unmarried 
child under age eighteen, or of any age if the child is permanently helpless 
mentally or physically. 

Class "B" or Voluntary Allotments may be made to any of the following 
classes known as Class "B" dependents when it is desired to have them re- 
ceive a family allowance: Parents (including grandparents, and stepparents, 
whether the man or the wife), grandchildren, brothers and sisters, whether 
of the whole or half blood, or through adoption, or step brothers or step 
sisters. 

Class "C" Allotments for War Risk Insurance. 

Class "D" Allotments for premiums on insurance policies held in private 
companies, societies or organizations. 

Class "E" all other allotments. These are known as "Army allotments," 
and are not handled by the Bureau of War Risk Insurance as are all other 
classes of allotments. 

Class "A" Allowance — paid to Class "A" dependents. 

Class "B" Allowance — paid to Class "B" dependents. 

The total of Class "A" and Class "B" Allowance in no case exceeds $50.00. 

In case an enlisted man has any Class "A" dependents the Government 
compels him to allot to them $15.00 per month in which case they receive the 
following family Allowances: 

(a) If there be a wife and no child $15.00 

(b) If there be a wife and one child 25.00 

(c) If there be a wife and two children, with $5.00 additional 

per month for each additional child .')2.50 

M to C 



Administration — Lecture III Page 7 

(d) If there be no wife but one child 5.00 

(e) If there be no wife but two children 12.50 

(f) If there be no wife but three children 20.00 

(g) If there be no wife but four children, with five dollars per 

month for each additional child 30.00 

For a wife living separate and apart under court order or written agree- 
ment, or to a former wife divorced, the monthly allowance together with the 
allotment, if any, is not to exceed the amount specified to be paid to her. 

Compulsory allotments may be waived on written consent of the wife or 
former wife, supported by evidence of her ability to support herself and her 
children. Upon application to the Bureau of War Risk Insurance, the soldier 
may also be exempted from these allotments when he can show good cause 
why he should not make them, as in the case of misconduct of his wife, or 
desertion on her part. 

Class "B" Allowances are paid only if a member of this class is dependent 
upon the enlisted man and in that case only while he is making an allotment 
of pay to the member or members of this class. 

In order that these dependents may l'eceive the family allowance the soldier 
must allot to them $15.00 per month if he is making no allotment under 
Class "A" and $5.00 per month if he is making Class "A" Allotment. 

Class "B" — Schedule of Family Allowances. 

Grandchild, parent, brother or sister. 

(a) If there be one parent $10.00 

(b) If there be two parents 20.00 

(c) For each grandchild, brother, sister and additional parent. . 5.00 
The foregoing table is subject to the provision that the allowance added to 

the allotment is not to exceed the average sum contributed monthly by the 
soldier to Class "B" dependents during the year preceding his enlistment or 
the passage of the law. Also if an allowance is being paid to Class "A" de- 
pendents, the allowance to Class "B" shall not exceed the difference between 
the allowance paid to the beneficiaries of Class "A" and the sum of $50.00. 

Class "C" allotments are those made to cover premiums for war risk insur- 
ance. These are, of course, voluntary and are conditional on the soldier's 
application for insurance. 

Class "D" allotments are those made by soldiers to cover pi'emiums on 
insui'ance policies held in private companies, societies, and organizations. 
The Government arranges that policies thus protected cannot be cancelled by 
the insurance companies. 

Class "E" embraces all other allotments including all allotments made to 
Class "A" or Class "B" dependents above the amount necessary to receive the 
family allowance ; also for Liberty Loan Bonds, to banks for saving purposes, 
or to friends or relatives other than those in the above mentioned classes. 
This class of allotment is subject, however, to any limitations which may be 
prescribed under regulations to be made by the Secretary of War. 

Every enlisted man in the Military or Naval Forces of the United States 
must fill out Form 1-B, Bureau of War Risk Insurance, (application for 
family allowance and allotment of pay). A man who has no dependents is 
required to sign and execute the form, filling the word "None" in the proper 
spaces. 

This form is made out and signed in duplicate under the supervision of the 
company, or detachment commander, who forwards the original to the divi- 
sion, department, port of embarkation, or recruiting depot commander, as the 

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Administration — Lecture III Page 8 

case may be, retaining the duplicate for file with the records of the company 
or detachment. The division or other commanders to whom the original ap- 
plication is forwarded causes it to be carefully examined, and unless found 
to be incomplete or improperly executed, transmits it directly, except as here- 
inafter indicated, with a letter of transmittal giving the name, rank and 
organization of the applicant to the Bureau of W ar Risk Insurance, Wash- 
ington, D. C. When an application is incomplete or improperly executed, 
it is returned to the company or detachment for correction before transmittal 
to the Bureau of War Risk Insurance or to the Quartermaster General. The 
necessary changes are made on both the original and duplicate copies. 

In the case of the American Expeditionary Forces in Europe, the war risk 
insurance forms are filled out and signed in triplicate ; the original and one 
copy to be forwarded through the division commander to the Commanding 
General, American Expeditionary Forces, who transmits the original directly 
to the Bureau of War Risk Insurance, Washington, D. C., retaining the copy 
for file at his headquarters. 

Form No. 2-A, Bureau of War Risk Insurance, is used for Class "C" Allot- 
ments. 

Form 38 Q.M.C. is used for Class "E" Allotments, but if such form is not 
available the allotment may be made by letter. This form is handled in the 
same manner as form 1-B but is finally forwarded to the Central Disbursing 
Division — Office Q.M.G. at Washington, D. C, instead of the Bureau of War 
Risk Insurance. This form is also used for making Class "D" allotments for 
outside insurance. 

Before witnessing a Class "E" Allotment the company or department com- 
mander satisfies himself that the allotment is not made for the pui'pose of 
obtaining an advance of the soldier's pay. When a bank is designated as 
allottee, the company or detachment commander furnishes the bank with the 
signature of the grantor, and informs it of the amount and period of allot- 
ment. The commanding officer also, if possible, satisfies himself that the 
bank has an existence. 

When troops arrive overseas, a report is made to the Commanding General, 
American Expeditionary Forces, by the commanding officer, showing the num- 
ber of officers and enlisted men that have not submitted applications for in- 
surance or family allowance under the War Risk Insurance Act. Organiza- 
tions are not required to furnish to any headquarters or war risk section in 
Fi-ance any copy of insurance or allotment applications executed prior to 
leaving the United States. 

Changes 

In case of any change affecting the allotment (Class "A" or "B"), the 
family allowance of the insurance of an enlisted man, the company or detach- 
ment commander causes a new form to be prepared and forwarded, as pi'ovided 
for original applications, showing plainly on it that the new application is an 
amendment to an application previously forwarded and marking the new form 
in a conspicuous place with the word "change." 

Discontinuances of allotments under the war risk insurance act are made 
by letter or by use of another form (1-B or 2-A) marked "Change." This 
discontinuance is sent through usual channels to the Bureau of War Risk 
Insurance. 

Class "E" Allotments will be discontinued on Q.M.C. Form No. 39 which 
will be forwarded direct to the Central Disbursing Division — Office of the 
Q.M.G. 

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Administration — Lecture III Page 9 

Punishment for Fraud 

Since the word of the soldier is taken as regards the actual dependency of 
those for whom the allowance is asked, a severe penalty for misstatements is 
provided. The maximum punishment is a fine of $5,000.00 and imprison- 
ment for two years. 

Compensation 

Compensation, which applies to both officers and enlisted men, is the out- 
growth of the old pension plan. It is payable for death or disability resulting 
from personal injury suffered or disease contracted in line of duty. Its cost 
is paid by the U. S. Government without contributions from the soldier himself. 

Death. 

In case of death resulting from injury, the monthly compensation to the 
widow, child, or dependent widowed mother, is as follows: 

(a) For a widow alone $25.00 per month 

(b) For a widow and one child 35.00 per month 

(c) For a widow and two children, with $5.00 addi- 
tional for each additional, up to two 47.50 per month 

(d) If there be no widow, then for one child 20.00 per month 

(e) If two children 30.00 per month 

(f ) If three children,, with $5.00 additional for each 

child up to two 40.00 per month 

(g) For a widowed dependent mother 20.00 per month 

The payment to a widowed mother is subject to the provision that if pay- 
ments are being made to a widow and children, the total amount of compen- 
sation for the payments made to all may not exceed $75.00 per month. 

Total Disability. 

In case of total disability the soldier himself receives: 

If he has neither wife nor child living. $30.00 per month 

If he has a wife but no child living 45.00 per month 

If he has a wife and one child living 55.00 per month 

If he has a wife and two children living 65.00 per month' 

If he has a wife and three or more children living 75.00 per month 

If he has no wife, but one child living, with $10.00 ad- 
ditional for each child up to two 40.00 per month 

If he has a widowed mother dependent upon him for suppoi't, then in ad- 
dition to the above amounts, $10.00. 

To an injured person so helpless as to be in constant need of a nurse, an 
additional sum is to be paid, but it is not to exceed $20.00 per month. Also 
in the event of the loss of both feet or both hands, or, becoming totally blind 
or helpless or permanently bedridden, the rate of compensation is to be 
$100.00 per month. 

Partial Disability. 

In case of partial disability the monthly compensation is a percentage of 
the compensation which would be payable if totally disabled. The amount will 
be estimated at the average reduction in working ability which such injuries 
caused. 

The Government further intends to re-educate maimed or otherwise injured 
soldiers, that they may not remain permanently helpless. It is specifically 
provided that to receive compensation, the soldier must take the course of 
instruction which will be provided. Refusal to take the course will be grounds 
for suspension of payment of the compensation. 

M t o c 



Administration — Lecture III Page 10 

But the fact that after such education the soldier may be able to earn more 
money than he was before being injured will not operate against his continu- 
ing to receive his compensation. The vocational education is insisted upon 
solely for the purpose of preventing the soldiers thus injured from becoming 
shiftless and depending upon the government bounty for their support. 

Insurance 

Separate and distinct, and in no way affecting compensation, is the War 
Risk Insurance. Knowing the dangers to which every soldier is subject, and 
the possibility that he may be so injured in the service as to be uninsurable 
by corporate insurance companies after the war, and considering the soldier's 
responsibility to his family and other dependents, the Government has pro- 
vided insurance against death and total disability at extremely low rates. 
The Government is paying all overhead expenses and bearing the extra cost 
of the war hazard. 

Insurance may be taken out in amounts which are multiples of $500.00, but 
no policy for less than $1,000.00 or more than $10,000.00 will be issued. 

This is insurance against death and total permanent disability, and pay- 
ment is made whether death or permanent disability arises in line of duty 
or not. In the event of death, beneficiaries will receive monthly installments 
of $5.75 for each $1,000.00 of insurance held, for 240 months. The bene- 
ficiaries may be changed at any time. In the case of total disability, the same 
monthly payments will be made for the rest of the soldier's life even if the 
period is greater than twenty years. 

Any of the following may be named beneficiaries: wife; child, grandchild, 
brother, sister, parent, grandparents, and step-parents. The premium rates 
increase as the soldier grows older as shown in the table on reverse side of 
application blank. 

Premiums are payable monthly by means of allotment by the enlisted men 
and by deduction notation on pay voucher of an officer. Premiums can be 
paid quarterly, semi-annually, or annually in advance by means of a draft or 
certified check. 

War risk insurance is in force during the war and for five years after its 
close. Within five years after the war it must be converted into ordinary 
life, endowment, continuous installment, surrender values, and other forms 
of insurance to be specified by the Government. No medical examination is 
required for those taking out policies originally, and no medical examination 
will be required at the time of conversion. 

Terms as used in the War Risk Insurance Act defined. 

(1) The term child includes: 

(a) A legitimate child. 

(b) A child legally adopted more than six months before the 
enactment of this amendatory act, or before enlistment or 
entrance into, or employment in, active service in the 
Military or Naval Forces of the United States, whichever 
of these dates is the later. 

(c) A stepchild is a member of a man's household. 

(d) An illegitimate child, but as to father only, if acknowl- 
edged by instrument in writing by him. 

(2) The term grandchild means a child of a child as above defined. 

(3) The term parent includes father, mother, grandfather, grand- 

M TO c 



Administration — Lecture HI Page 11 

mother, stepfather, and stepmother, either of the person in the serv- 
ice or of the spouse. 

(4) The term brother and sister includes brothers and sisters of the 
half as well as those of the whole blood. Stepbrothers and step- 
sisters and brothers and sisters through adoption. 

(5) The term commissioned officer includes a warrant officer, but in- 
cludes only an officer in active service in the Military or Naval 
Forces of the United States. 

(6) The terms man and enlisted man mean a person whether male or 
female, and whether enlisted, enrolled or drafted into active serv- 
ice in the Military or Naval Forces of the United States, and in- 
clude non-commissioned and petty officers and members of train- 
ing camps authorized by law. 

(7) The term enlistment includes voluntary draft and enrollment in 
active service in the Military or Naval Forces of the United States. 

(8) The term commissioner means the Commissioner of Military and 
Naval Insurance. 

(9) The term injury includes disease. 

(10) The term pay means the pay for service in the United States ac- 
cording to the grade and length of service, excluding all allowances. 

(11) The term Military and Naval Forces means the Army, and Navy, 
Marine Corps, Coast Guard, the Naval Reserve, the National Naval 
Volunteers, and any other branch of the United States Service 
while serving pursuant to the law with the Army or Navy. 

Third Parties Making Application for Insurance 

Third parties cannot make insurance applications without authorization by 
officer or enlisted man making such person his agent in applying for such in- 
surance. This ruling will require that in those cases in which the third par- 
ties have applied for such insurance the officer or enlisted man must, by for- 
mal or informal writing, authorize such person as his agent. Subsequent 
ratification is equivalent to previous authorization. (Opinion of the Attorney 
General of the U. S.) 

Rules Relating to Prorating Insurance Premiums. 

Premiums at the beginning of insurance contract shall not be prorated for 
the portion of the calendar month in which insurance is applied for. The full 
month premium is payable on or before the end of the calendar month in 
which the application is made. 

At the time of leaving the service no action need be taken by the Army 
in adjusting insurance premiums, either by deduction from pay in respect of 
days elapsed since the end of the previous calendar month or by refund in 
respect of days for which insurance premiums have already been collected. 

At the time of leaving service insured should receive explicit notice that 
he must pay premiums direct to the Bureau of War Risk Insurance, Treasury 
Department, Washington, D. C, if he wishes to continue the insurance, check 
or money orders to be drawn to the order of the Treasurer of the United 
States. He should be notified in writing of the date and amount of such pre- 
mium payments and this bureau notified at the same time by duplicate memo- 
randum that such action has been taken. 

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Administration — Lecture III Page 12 

Punishment for Fraud 

The attention of every person making claim for family allowance, compen- 
sation or insurance will be directed to sections 25 and 26 of the act which 
read as follows: 

(25) That whoever in any claim for family allowance, compensation or 
in any document required by this act, makes any statement of a material fact, 
knowing it to be false, shall be guilty of perjury and shall be punished by a 
fine of not more than $5,000.00 or two years imprisonment or both. 

(26) That if any person entitled to payment of family allowance or com- 
pensation under this act, whose right to this payment under this act ceases 
upon the happening of any contingency, thereafter fraudulently accepts any 
such payment, he shall be punished by a fine of not more than $2,000.00 or by 
imprisonment for not more than one year, or both. 

Channels of Communication Within the Army and to and from the 

Bureau 

Except as otherwise provided all communications to and from the Bureau 
of War Risk Insurance concerning the administration of the act will be trans- 
mitted through the commander of the department, division, recruiting depot, 
or the port of embarkation concerned. Commands ordinarily exempted from 
the control of department commanders and not enumerated above, will for the 
purposes of the War Risk Insurance Act, be considered as a part of the de- 
partment in the territorial limits of which they are situated. Communications 
concerning personnel stationed in Europe will be transmitted through general 
headquarters, American Expeditionary Forces. 

Communications relative to military policy or Army administration will be 
addressed to the Adjutant General of the Army. Communications relating 
in any way to deceased officers and enlisted men, and to those discharged or 
otherwise separated from the service will invariably be addressed to the Adju- 
tant General of the Army except as provided below. 

Appointments or Desertion 

In case of death, discharge, appointment as commissioned officer, or deser- 
tion of an enlisted man, his company or detachment commander will report 
such fact with the date of death, discharge or desertion, or acceptance of ap- 
pointment direct to the Adjutant General of the Army. Such report to be 
sent by telegram if death, discharge or desertion occurs after the twentieth 
of the month. In Philippines, Hawaiian and Panama Canal Departments and 
in the American Expeditionary Forces the reports will be made to the com- 
mander of these departments or forces, who will transmit the information to 
the Adjutant General of the Army by cable. In case of death this report 
will show the amount of insurance in effect at date of death. The Adjutant 
General of the Army will at once notify the Bureau of War Risk Insurance 
and the depot Quartermaster, Washington, D. C. 

Application for Insurance 

When a man desires to take out War Risk Insurance with the government 
of the United States a form (Form 2A) supplied by the Bureau of War Risk 
Insurance is filled out. The form is made in duplicate by, or under the super- 

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Administration — Lecture III Page 13 

vision of, the man's detachment or company commander. It is signed by the 
party making application for the insurance, witnessed, and then signed by 
the company commander. The duplicate is attached to the Service Record of 
the man who has taken out insurance. The original is forwarded to the Divi- 
sion Commander or corresponding official, who checks the application to see 
if it is incompletely or improperly executed. Applications which have been 
properly filled out are sent to the Bureau of War Risk Insurance. In case 
error occurred in making out this form, the form is returned for correction 
to the company from which it came. 

Should insurance be taken out in Europe, the blank is made out in triplicate, 
The original and one copy is forwarded through the division commander to 
the Commanding General, American Expeditionary forces, who retains the 
copy and transmits the original to the Bureau of War Risk Insurance. 

Sometimes it happens that a soldier carrying insurance will desire to in- 
crease the amount of his insurance or make some other change. The follow- 
ing from a memorandum sent out by the Bureau of War Risk Insurance (on 
June 10, '18) covers the procedure that should be followed in such cases: 

"Whenever a 'Change' for 2-A (Application for Insurance) is prepared, 
a notation will be made at the bottom of the Form as to the character of the 
'Change'; for example: 

"This application for additional insurance. Original for $5,000.00 sub- 
mitted January 1, 1918." 

Insurance must be applied for within one hundred and twenty days after 
the enlistment or after entrance into employment in the active service, and 
before discharge or resignation. 

The soldier holding a policy may cancel it at any time he desires, by noti- 
fying the War Risk Insurance Department at Washington, D. C. 

Pay of Troops 

Until recently the company commander made up the pay roll for his com- 
pany or detachment and was responsible for the entry thereon of all remarks 
that in any way affected the pay of the men in the organization. This, to- 
gether with the preparation of bi-monthly muster rolls, involved a gi'eat deal 
of work on the part of the company. A new system has, therefore, been 
adopted whereby a personnel officer is attached to each regimental staff, 
whose duty it is to prepare pay rolls for all the organizations of the regiment, 
(muster rolls are discontinued). 

Pay Cards 

The basis of this system is the pay card (A. G. O. Form No. 644), one of 
which is prepared and kept for each enlisted man by the personnel officer. 
On this is recorded all information concerning the pay status of the soldier. 
From these cards the personnel officer prepares pay rolls for the various 
organizations. 

The company commander is not entirely relieved, however, of all duties 
pertaining to the pay roll. He must furnish the personnel officer with all 
information that comes to his official attention affecting the pay status of 
any man in his company. This he does by advising the personnel officer of 
appointments and demotions made in his company, by reporting losses and 
damage to property which are chargeable to the men, and all similar infor- 
mation. These advices accompany the morning reports each day, and enable 
the personnel officer to keep the pay cards up to date. 

M T oc 



Administration — Lecture III Page 14 



Preparation of Pay Cards by Personnel Officers 

The company or detachment commander furnishes the personnel officer 
with all data required for the preparation of the pay cards and pay rolls, 
and co-operates with him and renders such assistance as may be necessary 
to insure a complete and accurate account being kept of the pay of each 
and every enlisted man of his command. 

A pay card must be carried for each enlisted man in the Army. Notations 
of changes in pay status are made on the pay card from day to day as the 
changes occur. The grade and organization of the soldier are written lightly 
in pencil immediately below his name at the bottom of the pay card and 
corrected from time to time as may be necessary. 

Pay cards are kept in loose-leaf binders and are arranged alphabetically in 
the binders without regard to rank, a separate binder being provided for each 
company and detachment. 

Entries 
The following data is recorded on the pay cards: 

A. Absences. 

Each absence affecting a soldier's pay status reported on the morning 
report is noted under "Forfeitures, deductions and partial payments" on the 
pay card of the absentee by the personnel officer. The morning report is 
initialed by the personnel officer immediately above the name of the absen- 
tee in the remarks on the morning report, to indicate that the proper nota- 
tion has been made on the pay card. 

B. Appointments, Promotions, Ratings, etc. 

All orders announcing appointments, promotions, reductions, ratings, extra 
duty details, etc., and other communications affecting in any way the pay of 
enlisted men pass through the personnel officer, who writes or stamps on the 
copy furnished to the company or detachment commander concerned the woi'ds 
"Entered on Pay Card," adding his initials. Information concerning appoint- 
ments by an organization commander, such as appointment of first sergeant, 
bugler, mechanic, etc., that change the pay status of enlisted men is taken 
by the personnel officer from copies of company oi'ders submitted with the 
morning report, the personnel officer affixing his initials on the morning re- 
port above the name of each man concerned, to indicate to the organization 
commander that the changes have been noted on the pay cards. In entering 
change of status of enlisted men on morning reports the surnames only are 
given, except in cases where there are two or more men of the same name in 
the organization, when the surnames will be followed by the initials, i.e., 
"Sgt. Smith, J. M., appt. 1st Sgt." 

C. Allotments. 

The duplicate applications for allotments, all classes, and for insurance are 
sent to the regimental of other headquarters with the morning report on the 
day following the mailing of the original applications to the department or 
division commander. The personnel officer enters the amounts of the allot- 
ments and insurance premiums on the pay cards of the men and returns the 
duplicate applications to the organization commander with the morning report, 
after writing or stamping on the application the words: "Entered on Pay 
Card," followed by his initials. 

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Administration — Lecture III Page 15 



When communications announcing action by the Bureau of War Risk In- 
surance on an application for the discontinuance of or change in an allotment, 
or when an acknowledgment from the Depot Quartermaster, Washington, 
D. C, that an allotment has been discontinued prior to the expiration of the 
allotment period is received, or when a Class E allotment has run for the full 
period for which granted, the company or detachment commander sends the 
communication or acknowledgment, or duplicate allotment (Q.M.C. Form 38), 
as the case may be, to the Personnel Officer with the morning report. The 
personnel officer enters the action taken on the pay card of the soldier and 
returns the communication, acknowledgment or duplicate allotment form to 
the organization commander after writing or stamping thereon the words 
"Entered on pay card," followed by his initials. 

D. Courts-Martial Proceedings. 

In case of trial by summary court-martial the copy of the charge sheet 
completed as a copy of the summary court record for the company or detach- 
ment commander passes through the personnel officer, who, after entering on 
the pay card the amount of any forfeiture, writes or stamps on the charge 
sheet the words "Entered on pay card," followed by his initials. 

All general and special courts-martial orders pass to the organization com- 
mander through the personnel officer, who, after entering on the pay card the 
amounts of all forfeitures, if any, writes or stamps on the orders the words 
"Entered on pay card," followed by his initials. 

E. Damage to or Loss of Public Property. 

When charges are to be entered on the pay rolls against enlisted men for 
public property lost or damaged through the neglect or carelessness (Par 686 
A.R.), a statement of charges on Form No. 602 A.G.O. is opened by the organi- 
zation commander on the day that the first charge for the month is made and 
closed on the last day of the month. The statement of charges containing 
the entries for the day are submitted with the morning report to the personnel 
officer, who, after entering the data on appropriate pay cards, affixes his 
initials opposite the name of each man on the statement of charges and re- 
turns the statement of charges with the morning report to the company or 
detachment commander. This procedure is followed for each charge during 
the month. Pending revision of the form for statement of charges, a column 
is ruled in the space provided for "Cause of charge" and headed "Initials of 
personnel officer. 

Charges for clothing and articles of the individual mess equipment found 
to be missing when a soldier is discharged, dies, deserts, or is otherwise sep- 
arated from the service are not entered on statement of charges. In such case 
the organization commander prepares a certificate enumerating the articles 
found to be missing, giving prices thereof, and submits the certificate to the 
personnel officer with the morning report. The latter enters the total amount 
on the pay card of the soldier, writes or stamps on the certificate "Entered on 
Pay Card," followed by his initials, and returns the certificate to the organi- 
zation commander with the morning report, for file with the individual equip- 
ment record of the soldier. 

F. Stoppages, Charges or other Changes in Soldier's Pay Status. 

All reports of stoppages, charges, or changes in soldier's pay status not 
enumerated above are forwarded to the personnel officer, who writes or stamps 
on such report the words "Entered on Pay Card," followed by his initials, and 

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Administration — Lecture III Page 16 

returns these reports to the organization commander, or to the office from 
which received. 

Indorsement on Pay Card in Case of Transfer or Detachment 

When a soldier is transferred or detached the personnel officer fills out and 
signs one of the indorsements on his pay card, showing date of indorsement, 
date to which he was last paid in full, and the name, rank and organization 
of the officer by whom paid. If the soldier has not been paid in full since he 
joined the company or detachment from which he is to be transferred or de- 
tached, the personnel officer will not fill out a new indorsement, but affixes 
his signature, preceded by the date, in the space between the signature to the 
last indorsement and the date line for the succeeding indorsement. If the sol- 
dier has not been paid in full since the date of enlistment or since entry in the 
active service in the case of a reservist or reth - ed soldier called into active 
service, the personnel officer affixes his signature, preceded by the date, in the 
space immediately above the date line for the first indorsement. 

Partial payments are not shown in indorsements on pay cards, such pay- 
ments with dates and amounts being entered under "Forfeitures, deductions, 
and partial payments." 

Transmission of Pay Card to New Personnel Officer 

The pay card indorsed as provided in the preceding paragraph is delivered 
by the personnel officer to the organization commander who copies on Form 
No. 29a A.G.O. (Extract from service record) so much of the data on the pay 
card as may be necessary for the preparation of his indorsement on the sol- 
dier's service record. If the soldier is a member of a party to be transferred 
or detached, his pay card is turned over by the organization commander to 
the officer or non-commissioned officer in command of the party. If he is to 
travel alone, or if no officer or non-commissioned officer is placed in command 
of his party, the card inclosed in a sealed envelope is turned over to the sol- 
dier. Upon arrival of the party or the individual soldier at the new station 
the pay card is delivered to the new organization commander, who, when 
practicable, compares the entries thereon with the service record and trans- 
mits the pay card to the new personnel officer. 

If through any reason a soldier is separated from his command without his 
pay card, as for example, should he be left sick in a hospital, public or private, 
his pay card, indorsed as provided in the preceding paragraph is forwarded 
directly to him without delay by his company or detachment commander, who 
so informs the officer to whom he forwards the soldier's service record. 

Disposition of Pay Card in Case of Discharge, etc. 

When a soldier is discharged, dies, or is otherwise separated from the serv- 
ice, the personnel officer fills out the next indorsement on the pay card and 
delivers the card to the company or detachment commander, who after pre- 
paring final statements, forwards the card to the Adjutant General of the 
Army with the soldier's service record. (Previous to July 1st, 1918, this card 
was filed with the soldier's service record in the company or detachment.) 
When a soldier is furloughed to the Reserve, or relieved from active service 
in case of reservist, his pay card, properly indorsed, is forwarded by the com- 
pany or detachment commander to the officer charged with keeping reservist 
records. 

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Administration — Lecture III Page 17 

Procedure in Case of Loss of Pay Card 

When a pay card is lost, misplaced, or destroyed, a temporary pay card is 
opened by the personnel officer from data obtained from the service record 
and other available records. The personnel officer opening the card writes 
the word "Temporary" above the words "Pay Card" in the caption, and will 
make the following certificate in the space provided for the first indorsement: 
"I certify that the entries on this card are correct." 

Upon recovery of the original pay card, it is brought up to date from data 
obtained from the temporary card and the latter is cancelled and filed with 
the records of the company or detachment to which the soldier belongs. 

Procedure for Companies and Battalions Detached 

When a company is deatched from its battalion or other similar unit the 
personnel officer turns over the pay cards for the men of the company and 
the retained pay roll for the preceding month, or last month for which the 
company was paid, to the company commander or to a lieutenant designated 
by the company commander as personnel officer. When a battalion is sepa- 
rated from its regiment, the regimental personnel officer turns over to the 
officer designated by the battalion commander as battalion personnel officer 
the pay cards of all men of the battalion and the retained pay rolls for 
the preceding month, or the last month for which the companies of the bat- 
talion were paid. When a detached battalion rejoins the battalion or regi- 
ment the pay cards and all retained pay rolls are turned in to the battalion 
or regimental personnel officer. Similar procedure is followed when a com- 
pany or battalion not forming a part of a separate battalion or other separate 
unit is detached from or joins a command, post, camp, or other station. 

Partial Payments 

Advance or partial payments may be made to soldiers, under orders to be 
transferred or detached or to change station, when such payments are neces- 
sary to enable them to settle their post exchange, post laundry, and other 
accounts before departure for their new station. In the American Expedi- 
tionary Forces partial payments may be made for other purposes when so 
ordered by the regimental, separate battalion, or other similar unit com- 
mander, or by a higher authority. 

No partial payment shall exceed the proportionate part of the unobligated 
monthly pay which has accrued on the date that the soldier is paid. To deter- 
mine the unobligated monthly pay all allotments, forfeitures, and other 
charges against the soldier are deducted from his total monthly pay, including 
additional pay for marksmanship, gunner qualification, rating, etc. For ex- 
ample: If a solider's monthly pay is $35.00; his allotment $15.00; insurance 
premium $5.00; and forfeiture $5.00, his unobligated pay would be $10.00. 
If the partial payment is made on the 10th day of the month, he may be paid 
not exceeding ten-thirtieths of this amount, or $3.33. As a rule, partial pay- 
ments should be in even dollars. In the example stated the soldier should, 
therefore, be paid $3.00, $2.00, or $1.00, as may be deemed advisable. 

The amount and date of each partial payment is entered on the soldier's 
pay card under "Forfeitures, deductions and partial payments. Partial pay- 
ments in individual cases are made on War Department Form No. 369. In case 
of a detachment of ten or more men a pay roll for the detachment is prepared 
by the personnel officer in the following manner: A regular pay roll is used 

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Administration — Lecture III Page 18 



but the only data entered thereon is names, grades, dates of enlistment, en- 
listment period, Army serial number, the amount of partial payment in the 
column headed "Balance Paid" and the signature of the soldier. In such 
cases the personnel officer adds the following certificate in addition to his 
regular certificate as to the correctness of the entries: "The amounts set oppo- 
site the name of each soldier on this roll have been charged against him on 
his pay card." 

Payments to Soldiers Separated from Service Records 

Enlisted men while changing station or on detached service and separated 
from their service records on or after the last day of a month for which pay 
is due may be paid from data furnished by their pay cards by the nearest 
disbursing quartermaster on W. D. Form No. 369, or in case of a detachment 
of ten or more men on a detachment pay roll. The quartermaster making 
payments in such cases fills out and signs the next indorsement on the pay 
card of each soldier and reports the fact, date and amount of such payments 
by letter to the officers holding the service records of the men to whom the 
service records were forwarded, who delivers the letter with the pay cards 
to the personnel officer upon arrival of the men. This privilege is only per- 
mitted to be exercised when soldiers are unable to secure their pay in the 
regular manner. 

Special emphasis is given to this phase of the pay of soldiers in a letter of 
June 12, 1918, from the Adjutant General of the Army by order of the Secre- 
tary of War, to all Department, Division and Port of Embarkation Command- 
ers, and commanders of all excepted places, on the subject of Temporary 
Service Record and Pay Card. 

The letter calls attention to the fact that soldiers in hospitals, invalided 
home, on detached duty, transferred or on furlough, are not paid as regularly 
and promptly as desired. 

It calls attention to the fact that such delay has been traced to soldiers 
being separated from their service records. Particular attention is called to 
Bulletin No. 8 W. D. 1918 and Special Regulations No. 58-A 1918 as a cure 
for this evil. 

W. D. Bulletin No. 8, 1918, provides for the execution of a temporary or 
emergency service record when the soldier is separated from his original 
service record. This temporary service record is prepared at the soldier's 
new station, or at hospital (if wounded or sick) by the commanding officer 
thereat from any available data on hand, and pay roll may be prepared and 
certified accordingly. 

The function of Special Regulations -No. 58-A 1918 noted in this letter is 
that of providing pay cards. The main point in the letter is that the pay card 
should at all times carry sufficient data for the preparation of Form 369 if 
individually paid, or Form 366A W. D. if the number of men to be paid 
exceeds 10. 

Its concluding sentence is imperative. Under no circumstances shall a 
soldier go without pay or pay be withheld because of missing service record. 



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Administration — Lecture IV Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE IV 

Military Correspondence, Military Channels, Correspondence Book, 
Document File, Use of Company Record and Reports 

Military Correspondence 

outline 

1. Classification of Correspondence. 

2. Military Channels. 

3. Form of Military Letters. 

4. Indorsements. 

5. Enclosures. 

6. Folding. 

7. Carbon Copies. 

8. Style and Character of Military Letters. 

9. Penalty Envelopes. 

10. The Memorandum. 

11. The Telegram. 

12. General Points to be Observed in Military Correspondence. 

13. Blank Forms. 

A considerable part of the work of the clerk in the Motor Transport Corps 
is the preparation and handling of various kinds of correspondence. Com- 
plete and very definite rules are laid down relative to the form, style and 
methods of handling military correspondence, differing in many respects from 
those prevailing in ordinary commercial correspondence, and it is therefore 
essential to have an exact understanding of these rules. 

1. Classification of Correspondence. 

Correspondence is divided primarily into five classes: General, Special, 
Telegraphic, Confidential, and Secret. 

(a) General Correspondence is that arising out of the routine operations 
of a government department or other division of the military service. It con- 
sists of notifications of orders, regulations, treatises on general subjects con- 
nected with the service, maps, documents, drawings, etc. Because of its wide- 
spread circulation such correspondence is usually printed in some form or 
other, and the average clerk will have little to do with its preparation. 

(b) Special Correspondence is any official correspondence between individ- 
uals or between departments, and individuals in their official capacity. It is 
the type of correspondence with which the clerk must be familiar. Special 

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Administration — Lecture IV Page 2 

correspondence may be further subdivided into formal correspondence, consist- 
ing primarily of letters prepared according to the rules for military letters; 
and informal correspondence, such as memoranda, on matters of lesser impor- 
tance. 

(c) Telegraphic Correspondence, as it name implies, consists solely of tele- 
grams (either night or day) and is not correspondence in the strict sense of 
the word. In general, telegrams are authorized for use only in cases of 
emergency. 

(d) Confidential Correspondence is any correspondence which can not be 
made a matter of general knowledge but restricted to a more or less degree 
to certain individuals or groups of persons within this service. Such corre- 
spondence may be subdivided into three general classes indicated by the terms 
"Secret," "Confidential," and "For Official Use Only." Any correspondence, 
document, or map marked "Secret" is for the personal information of the in- 
dividual to whom it is officially entrusted and all those officers under him 
whose duties it affects. 

(e) 1. A document or map marked "Secret" is for the personal infor- 
mation of the individual to whom it is officially entrusted, and of those officers 
under him whose duties it affects. The officer to whom it is entrusted is per- 
sonally responsible for its safe custody, and that its contents are disclosed 
to those officers mentioned above, and to them only. The existence of such a 
document or map will not be disclosed by the officer to whom it is entrusted 
nor by his officers, without the sanction of superior military authority. No 
document or map marked "Secret" will be even taken into the front line 
trenches in the theatre of war. A document or map marked "Secret" even 
thought it may bear other classifying marks, such as "Confidential" or "For 
official use only" will nevertheless be regarded as "Secret" within the mean- 
ing of this paragraph. 

2. A document or map marked "Confidential" is of less secret a nature 
than one marked "Secret" but its contents will be disclosed only to persons 
known to be authorized to receive them or when it is obviously in the interest 
of the public service that they receive them. 

3. The information contained in a document or map marked "For official 
use only" will NOT be communicated .to the public or to the press, but may be 
communicated to any person known to be in the service of the United States, 
simply by virtue of his official position. 

4. Documents and maps classed as "Secret" or "Confidential" will NOT 
be referred to in any catalogue or publication which is not itself a document 
marked "Secret" or "Confidential" as the case may be. An officer or soldier 
who communicates information contained in a document or map marked "Se- 
cret" or "Confidential" or "For official use" will, at the same time, inform 
the person or persons to whom he communicates the information that it is 
"Secret" or "Confidential" or "For official use only," as the case may be. The 
only legitimate use an officer or soldier may make of documents or informa- 
tion of which he becomes possessed in his official capacity is for the further- 
ance of the public service in the performance of his duty. Publishing official 
documents or information, or using them for personal conti'oversy or for any 
private purpose without due authority will be treated as a breach under the 
Articles of War, or under Section 1, Title 1, of the Espionage Act approved 
June 15, 1917. In order to reduce the possibility of confidential communica- 
tions falling into the hands of persons other than those for whom they are 
intended, they are enclosed in an inner and outer cover. The inner envelope 
or wrapper is addressed in the usual way but very plainly marked "Confi- 

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Administration — Lecture IV Page 3 

dential," this is enclosed in another sealed envelope or wrapper addressed 
without notation of any kind as to the confidential nature of its contents. 

2, Military Channels. 

Unlike the business letter of the commercial world, the military letter does 
not always proceed directly from the writer to the one to whom it is ad- 
dressed. Communications, whether from a superior to a subordinate, or vice- 
versa, must pass through the intermediate commanders. This is known in 
the Army as "Military Channels." 

In the service it is customary for official communications to be addressed 
to the person or department for whom intended followed by the phrase 
"Through Military Channels" or "Through Channels" entered (between the 
name of the person addressed and the subject as will be seen hereinafter). 
Letters of this character are then passed to the intermediate commander of 
the writer who forwards it by indorsement to the next intermediate com- 
mander, and so on until it reaches the proper destination. 

Letters from enlisted men of the company intended for the commanding 
officer of the Post, for example, are addressed to him "Through Military 
Channels." Such letters are delivered to the company commander, who, if 
he approves, forwards them by indorsement to the next superior officer (in 
this case the regimental commander) who takes similar action indorsing the 
letter to the Post Commander. Similarly letters from a company commander 
intended for any superior officer or department must pass through the hands 
of all the intervening officers before reaching their official destination. 

Official communications from officers and enlisted men of the Army in- 
tended for the Secretary of War or any Bureau or office of the War Depart- 
ment are addressed to the Adjutant General of the Army who transmits same 
to the proper department for action. Letters from an officer of one of the 
special staff corps to his bureau chief, regarding which the intermediate line" 
officers have no intei^est, are not required to go through military channels to 
the A. CO., but may be sent dii^ectly to the bureau chief, e.g., if the Div. 
Q.M. of an infantry division desires to make a recommendation of interest 
to and affecting only the Q.M.C. he need not send it through the division 
commander to the A.G.O., but may send it direct. If a subordinate Q.M. 
officer within the division desired to send a letter of that sort, it would first 
have to go through channels to the Div. Q.M. and then up. However, if a 
letter concerned the division, as, for instance, if it concerned the state of 
Q.M. supplies or funds, etc., it would have to go through regular channels and 
be sent up by the Division Commander. 

Correspondence in Field Service normally goes through the following mili- 
tary channels in the order intended : Company Headquarters, Regimental 
Headquarters, Divisional Headquarters, and Commander in Chief of the Field 
Forces. 

3. Form of Military Letters. 
(A) Divisions: 

The Military Letter is divided into three parts, namely: 
1. The Brief includes the heading, the number of the letter, the place or 
designation of the writer. 

(a) The Heading consists of the place and date and is placed either to the 
right of the sheet about an inch from the top occupying two or three lines as 
necessary or the place may be written or printed in the center of the sheet 

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Administration — Lecture IV Page 4 

at the top and the date only written to the right. Expressions of locality 
must be definite, including the name of the place as "Camp Meigs" followed 
by the Post Office address as "Washington, D. C." When the letter is written 
from the office or headquarters of a department, organization or station, it is 
customary to indicate this in the heading preceding the location as : 
Headquarters 19th Division, 
Camp Zachary B. Taylor, 
Louisville, Kentucky. 

In the upper left hand corner of the brief, below the date line is written 
the file classification number. This number is used for identification in filing 
purposes. 

Two spaces below the file number and an inch or an inch and a quarter 
from the left hand side is the word "From" with a colon, followed by the 
official designation of the writer, for example, "The Camp Quartermaster" or 
"Commanding Officer, Company L, 334th Infantry. In the absence of any 
official designation the name of the writer with his rank and regiment, corps 
or department is used instead. Two spaces below is the word "To" with a 
colon, followed by the designation of the person addressed as described above. 
Next comes the word "Subject" with a colon, followed by a statement of the 
subject of the letter in as few words as possible not to exceed ten. 

The words "From," "To" and "Subject" should begin on the same vertical 
line. Not less than four line spaces on the typewriter will separate the date line 
and the "From," "To" and "Subject." A double line space will separate the 
"Subject" line from the first line of the body of the letter. 

Official Addresses 

The staff officers of a Post Commander are addressed as follows: The Ad- 
jutant, The Camp Quartermaster, The Surgeon, and so on. Always address 
the title or office of the person addressed. In addressing commanders of 
companies within a camp as at Camp Meigs, either the form "The Commanding 
Officer" or "Commanding Officer" may be used; but it is the custom to use in 
such cases, "Commanding Officer, Headquarters Detachment, Camp Meigs, 
etc." Otherwise in case the address should be transferred, the letter when 
addressed to him personally would follow him to France if necessary, whereas 
the subject matter of the communication might directly concern the depart- 
ment rather than the individual. Instructions have been given previously 
covering a communication to one who has no official title. 

The Brief occupies the upper third of letter size paper and the upper fourth 
of legal-size paper and nothing but the brief may be written in that portion of 
the sheet. 

2. The Body of the letter follows at least two spaces below the subject, care 
being taken to start it below the upper fold of the letter. When typewritten, 
it is single spaced with a double space between paragraphs. The body of the 
letter is written with the same margin as the "From," "To" and subject of 
the brief, paragraphs being indented about ten spaces or an inch. When there 
are two or more paragraphs, each paragraph is numbered; no number is re- 
quired when there is only one paragraph. The first paragraph should always 
contain the request or recommendation to be made, followed by the reasons, 
etc., in the subsequent paragraphs where necessary. 

3. The Signature of official communications must be signed with a pen and 
not by fac-simile. At least, four spaces are left between the last line of the 
body of the letter and the first line of the signature. The name of the writer, 

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Administration — Lecture IV Page 5 



under recent regulations must be typewritten on the first line below the blank 
line left for the written signature. This is followed by the rank, regiment, 
2orps or department of the writer where his official designation only has been 
given in brief. If this information is contained in the brief, however, it is not 
repeated in the signature. 

4. Indorsements. It is customary in military correspondence to answer 
letters or forward them on through military channels by means of indorse- 
ments. The first indorsement follows two spaces immediately after the signa- 
ture of the writer of the letter and succeeding indorsements follow in order 
with two spaces between the indorsement to be written and the signature of 
the preceding indorsement with an interval of about a half inch between. 
Additional sheets may be used where the number is so great as to use up the 
space left on the original communication. Each indorsement is preceded by 
its serial number (1st. Ind., 2d. Ind., etc.), written in the center of the page, 
two spaces below, and beginning at the left-hand margin is written the name 
and rank, title, reg. or corps of the party writing the indorsement followed 
by the place and date; then two dashes are made followed by the word "To." 
Next the word "To" followed by the official designation of the person or office 
addressed. Any recommendation as to approval or disapproval or additional 
information is written two spaces below followed by the signature of the 
writer with his rank (except that routine indorsements covering the passage 
of correspondence through military channels may be merely initialed). The 
body of the indorsements is single-spaced with double space between para- 
graphs and when there are two or more paragraphs, these are numbered con- 
secutively. The writing width of the indorsements is the same as that of the 
letter, and the indorsements are prepared with the same number of copies as 
military letters and the copies distributed in the same manner. 

(Note: In making indorsements be sure the carbon copy to be retained for 
the office record contains a complete record of the preceding indorsements 
and the letter indorsed). 

5. Inclosures. Whenever supplementary records, reports, letters, etc., ac- 
company military correspondence, such inclosures must be numbered and 
given proper office marks. The number of inclosures to the original com- 
munication is noted on the face of the letter to the left, opposite the signa- 
ture. When inclosures are added at time indorsements ai'e made a notation 
as to their number is added below the indorsement in question as "one inclosure 
added," and below this the total number of inclosures, including the one added. 
In case inclosures are withdrawn notation is made, i.e., "one inclosure with- 
drawn, total two inclosures." Similar notation as to the inclosures added is 
made on the back of the lower fold of the first sheet of the original communica- 
tion, with the addition of the number of indorsement by which added, as "one 
inch 5th ind." 

Inclosures to indorsements are numbered in the same series as those to the 
original paper and the number of the indorsement to which they belong is 
added below. If few in number and not bulky, inclosures may be kept inside 
the original paper ; otherwise they will be folded together in a wrapper marked 
"Inclosures." The entry of serial numbers on inclosure and notations on 
papers to show the pi-esence of inclosures to an original communication or to 
show inclosures added or withdrawn will be made in the office in which the 
inclosures originate or are added or withdrawn. ("Moss Ai-my Paper Work, 
Para. 6)." The total number of inclosures accompanying a paper will be noted 
at the foot of each indorsement thereon. 

6. Folding. All letter paper is folded in three and foolscap in four equal 
folds parallel with the writing. The top fold containing the brief is folded 

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Administration — Lecture IV Page 6 



toward the back of the letter and the lower fold over the face of the letter. 
Upon this lower fold is placed the office mark. This is a stamp bearing the 
number which serves to identify and coordinate all communications received 
in an office. The received and received back stamps are placed immediately 
below the body of the letter. In three-fold letters both the brief and the office 
mark are on the outside, rendering their identification easy at a glance. In 
three-fold letters of more than one sheet the two lower folds of all sheets except 
the first are placed between the first and second folds of the first sheet. In 
four-fold letters, whether of one sheet or more than one, both the brief and 
office mark can not be exposed at the same time. Either the brief or the office 
mark is covered by the other. It is necessary to choose which is most neces- 
sary for the identification of the letter and expose it. 

7. Carbon Copies. Except in the case of letters of transmittal, periodical 
reports and similar communications of minor importance, all letters and in- 
dorsements that are typewritten are made with at least two carbon copies. 
One copy (or as many more as are desired) is retained for the files of the 
writer, and one is forwarded with the original communication. This forwarded 
copy is not regarded or marked as an enclosure. This copy is retained by the 
first office receiving the communication which requires a complete copy thereof 
for its records. The original is forwarded on through military channels by 
means of indorsements added to it; each office making an indorsement to the 
original communication makes at least two copies thereof retaining one and 
sending the other with the communication to be retained by the next receiving 
office. 

Whenever a letter is received that is to be indorsed or otherwise forwarded, 
and consequently does not remain in the files, which is of sufficient importance 
to be made part of the records of the receiving office, the clerk must make a 
copy of it, as the original communication is not retained but made the basis 
of further handling of the communication and eventually returned to the 
original writer. 

8. Style and Character of Military Letter. 

1. The Military Letter should refer on one subject only. This is especially 
important because correspondence is filed within the War Department accord- 
ing to subject. 

2. Only one side of the paper is used. Margins of an inch or an inch and 
a quarter should be left on either side. No colored inks are used. Particular 
attention should be paid to the neatness of the letter. 

3. Letters should be concise and as brief as possible. Statements should 
be direct and to the point. 

4. Ceremonial expressions and forms of address of all kinds are omitted. 
Words like "I have the honor to request" or "Thanking you very kindly" and 
all forms of salutation and complimentary closing are disregarded. This does 
not mean that the letter should not be courteous in tone, but there should be 
no unnecessary language. 

5. Wherever possible military letters should be written in the third person. 

6. Titles are not as a rule abbreviated, although when exceptionally long 
they may be. A list of standard abbreviations is used in Army paper work 
and will be found in M.Q.M.C. Vol. 2, Appendix 27, Paragraph 38. These 
abbreviations are intended primarily for the use in preparation of pay rolls 
when the knowledge of them is of value in connection with correspondence. 

7. Letters from an officer or enlisted man to any superior officer should 
"Request" rather than "demand" or "direct." 

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Administration — Lecture IV Page 7 



8. The first paragraph of a letter should make reference to any previous 
correspondence where necessary, and state the specific request or recommenda- 
tion to be made followed by any modifying statements or explanations. 

9. Penalty Envelopes. 

Official communications and other mailable matter relating exclusively to 
the public business are transmitted through the mails free of postage if cov- 
ered by the "Penalty Envelopes." Letters and publications are sent under 
government franks, which have stated on their face the words "Official Busi- 
ness" and also the words "Penalty for private use $300." This last expression 
gives the envelope the official name, penalty envelope. 

Information which is intended to be used in the performance of official duty 
only is official information. That which is to be used for the furtherance of 
private interest or business, even though called for by a public officer, is pri- 
vate information. The official or penalty envelopes may be used to give or 
obtain the former but not the later. 

When an official writes to a private party on official business, he may enclose 
with his letter an official penalty envelope properly addressed to himself, to 
cover the reply, provided the reply is important from the standpoint of the 
government A.R. 837. But where the reply is for the benefit of the other 
party, he is not entitled to use the penalty envelope in sending it. Thus, it 
has been held that a commercial firm was not entitled to use penalty envelopes 
for the submission of vouchers to the Q.M. for payment of accounts of the 
firm. 

The penalty envelope is not used for foreign correspondence. 

10. The Memorandum. 

When communications are of a local nature or not important enough to 
require the formal letter, an informal type called the Memorandum is used, an 
example of which is shown as follows : 

HEADQUARTERS, 2nd BATTALION, 

301st INFANTRY, 

CAMP DEVENS, MASS. 

July 7, 1918. 
Memorandum: Commanding Officer, Company B. 

1. Report will be submitted to these headquarters by 9:00 A.M., July 8, 
1918, of all men in your organization whose service records do not show 
typhoid inoculation to have been completed. 

By order of Major Brown. Horace W. Green, 

1st Lieut. Infantry, 
Adjutant. 

The regulations regarding military letters do not apply to memoranda. Only 
one copy is forwarded and no record need be kept except for the convenience 
of the writer. In actual practice, this type of communication is the one most 
frequently used. It is not the practice to add indorsements to memoranda, but 
rather where the occasion demands, make replies in the form of new 
memoranda. 

Letters to Persons Outside of the Service 

Letters written to civilians or commercial firms outside of the service follow 
the ordinary business form but with as little ceremonial language as is con- 
sistent with courtesy. 

11. Telegrams. 

Official Telegrams are sent on Form 406 Q.M.C. (Procure and Refer to 
form.) In case a form is not available, use an ordinary commercial blank, 

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Administration — Lecture IV Page 8 

indorsing thereon, over your own signature. "This telegram is on official 
business, and necessary for the public service," and also mark it "Government 
Paid." (Cir. 17, Q.M.G.O. 1916). Never mark an official telegram "Govern- 
ment Collect." Accounts for telegrams on militai'y business prepared in the 
prescribed forms in the name of the telegraph company rendering the service 
and accompanied by the original telegrams, will be paid by the Depot Quarter- 
master, Washington. 

When the telegrams are sent "Collect" by private individuals, the nature of 
the telegrams should govern the action of the disbursing Quartermaster. If 
strictly Government business, payment will be made by the designated disburs- 
ing officer on the "impression copy" made by the receiving operator. This im- 
pression copy must show the full check "Collect," the date and place of origin, 
the place of destination, operator's indication of transmission, time filed, and 
time sent. It practicable the officer receiving such a "Collect" telegram will 
place and sign on the impression copy the same certification that is on Q.M.C. 
Form No. 406, delivering it to the telegraph company's representative. 

The telegraph and cable will be used in case of urgent and imperative neces- 
sity in which the delay consequent upon transmission by mail would be preju- 
dicial to the public service (A.R. 1184). Day telegrams will not be sent when 
night telegrams would serve the purpose, consideration being given to the 
difference between eastern time and that of the zone to which the message is 
sent. Except in case of great urgency, night telegrams will not be sent when 
the delivery can be made by mail the following morning. Night telegrams will 
be plainly indicated by the words "Night Telegram" stamped thereon. (A.R. 
1184). Urgent telegrams should be marked "Day Service — Urgent." (Cir. 17, 
Q.M.G.O. 1916). 

Whenever practicable, the consolidation into one message of several tele- 
grams to be sent to a single officer in the course of a day's business should be 
effected. (A.R. 1184). 

Whenever special delivery is necessary to expedite the delivery of an official 
telegram, or where the place of delivery is located beyond the established free 
delivery limits, the office filing the telegram for transmission should mark it 
"Special Delivery Charges Paid." These charges, which should be included in 
the bill of the telegraph company will be settled the same as regular charges. 

If such charges would be excessive, mark the telegram "By mail from 

" indicating the name of the telegraph office from which the 

telegram should be mailed. 

Numerals will be written out in all telegrams. Example: 

"Retel September twenty-ninth comma appropriation for one thousand ti 
hundred fifty dollars approved." 

The expression "Retel" followed by the date on which the telegram was 
sent is used when referring to a telegram being answered. 

All telegrams will be carefully scrutinized to see that superfluous words 
are omitted, addresses condensed, and the official title of the sender omitted 
or reduced to the minimum, thus bringing the message, as far as practicable, 
within the limit of twenty words. Example : 

"Retel of this date comma arrangements will be made for you to report im- 
mediately in order that your pay status may be determined." 

In the above case, the words italicized should be omitted. 

All official telegrams should be signed with the name of the Department 
Head; for instance in the Surgeon General's office, telegrams of an official 
nature are signed "Gorgas." Official telegrams within Camp Meigs are signed 
by the name of the Commanding Officer of the camp, per the name of the 

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Administration — Lecture IV Page 9 

Company Commander, or other subordinate officer; for instance "Gienty per 
Smith." 

In preparing telegrams where a reply is indicated, to insure facility in 
despatch of replies, a sentence, in substance, as follows, will be inserted in the 
body of the telegram — "Wire attention (name of officer interested)." 

All telegrams of an official nature will be prepared with two carbon copies, 
one yellow tissue sheet for the files of the office, .and one white tissue, to be 
marked "Confirmation" and mailed to the addressee. When a telegram is of 
such a nature as to be urgent although not strictly confidential it may be 
phoned to the telegraph company. In such cases the original is mailed to the 
telegraph company and in the lower left hand corner is noted the time sent 
and the initials of the party who phoned the telegram. Example : 
"Official 

(Confirmation Phoned 9 A.M.) 
HEJ 6-30-18." 

Punctuation points are charged for at word rates. They should not be put 
in a telegram unless they are necessary to make sense, and in that case should 
be spelled out. Compound words count as one word. 

The last name of the officer addressed, or his title, and the last name of the 
sender are generally sufficient; for example, in case of officer addressed: 
"Colonel Harris, Twenty three West Fiftieth Street, New York City." 

Telegrams to the Adjutant General of the Army should be addressed "Ad- 
jutant General, Washington, D. C. Official telegrams sent from the Office, 
Chief, Motor Transport Corps, are signed "Drake Motors" followed by the 
name of the officer sending the telegram, e.g., "Drake Motors Andrews" de- 
pending on the branch of the office sending the telegram. 

12. General Points to be Observed in Military Correspondence. 

The clerk will have occasion to handle from time to time various kinds of 
general communications from the Commanding Officer of the Camp or Post 
and other superiors. These are in the form of general orders and bulletins 
usually issued by the Adjutant General for the Army as a whole, and circulars 
and orders by the Director, Motor Transport Corps covering the Motor Trans- 
port Corps only. Such communications are merely filed in a convenient man- 
ner for ready reference as they apply to the ordinary conduct of business 
within the service. In addition to this, special orders, bulletins, circulars, 
etc., are issued by the Commanding Officer of the camp or station for the 
guidance of organizations and individuals within the jurisdiction of the Com- 
manding Officer. These are filed separately in the same way as the general 
communications described above. 

13. Blank Forms. 

Still another type of correspondence used in the Army may be termed 
"canned" correspondence. These are the standard blank forms authorized by 
the Secretary of War to cover the ordinary routine of government work and 
take the place of a large amount of correspondence that would otherwise be 
necessary. In addition to the general forms provided for use for the Army 
as a whole there are a number of special forms provided by the various corps 
and departments of the Army for use only within their jurisdiction. All of 
the standard forms, however, have the same authority as Army regulations 
and the directions accompanying them are to be followed rigidly. 

It should be kept in mind that a knowledge of the proper use of the forms 
provided will eliminate a great deal of unnecessary correspondence and 

M TOC 



Adm in istra t ion — Lecture IV 



Page 10 



greatly simplify the work of the clerk. Instructions on these forms should be 
carefully studied and the students should be able to fill them out correctly 
and completely. 

Correspondence Book and Document File as Used in a Company Office 

Method of keeping record of correspondence and returns in company office. 

Uses or Correspondence Book. 

Authorized by A.R. Par.-280. 

How long retained. 

How obtained. 

Relation Between Correspondence Book and Document File. 

Document File 

What it consists of. 

How uted. 

A.R. concerning Document File. 

A company keeps a record of its correspandence in what is known as the 
Correspondence Book, supplemented by the Document File. 

The Correspondence Book is a blank book, four inches wide, 8V2 inches 
long, and about an inch thick, contains an index, and is furnished by the 
A.G.O. on request; or it may be any blank book approximately that size and 
containing an index. The blank pages are for entries regarding correspond- 
ence, the index for the purpose of readily finding any entry. 

Figures 1 and 2 show samples pages of the Correspondence Book. 



Anderson, Joseph 

2034, 2116, 


2033 
2117 


A 




Andrews, James 


2035 




2036, 2230, 


2231 




Ammonia Solution 


2149 


FIG. 


Articles of War 


2345 




2350, 2400, 


2451 





(Index) 



197 
2031 July 3/18 

Muster Roll forwarded through 
Mustering Officer. 
2032-Doc. 
2033-Doc. 

2034 July 6/18 
Efficiency report of Lieut. Miller 
forwarded through Post Com- 
mander. 

2035 July 12/18 
Rec'd. July 12/18 from C. O. 
Madison Bks. N. Y. application 
of Mech. James Andrews, Co. 
"A" 1st Inf., requesting transfer 
to Co. "B" 2nd Inf. 

1 Incl. to C. O. Madison Bks. 
N. Y. July 12/18 Doc. 

(Entries) 



FIG. 2 



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Administration — Lecture IV Page 11 

The nature and extent of the entries in the correspondence book depend 
primarily on whether or not the office has for file in the document file a 
carbon or other copy of the letter, indorsement or other item of correspond- 
ence referred to. If such letter, indorsement, etc., is completely represented 
in the document file by a copy, nothing but the file number followed by the 
word Doc. (e.g., 2033 Doc.) is entered in the correspondence book. 

If, however, a letter, etc., is not represented in the document file by a copy, 
then a bi'ief of same, with notation of action taken thereon, is entered in the 
correspondence book. Such a brief consists of: 

1. The serial number of the item in the Correspondence Book. 

2. The date of the communication or the indorsement, and the date of 
receipt. 

3. The name of the writer. 

4. A very brief synopsis of the subject. 

5. Notation of numbers of inclosures, if any. (State if any inclosures are 
added or withdrawn. If inclosures are important make a copy of synopsis.) 

6. Action taken. (Disposition of paper and date.) 

"Remember that indorsements are not entered in the correspondence book. 
When made of record at all, copies of them are filed in the document files." 
(Moss, Army Paperwork.) 

The document file also contains copies of all letters, indorsements or tele- 
grams originating in the office ; but in handling incoming papers, especially 
indorsements, common sense must be used in choosing what shall be filed and 
what briefed in the correspondence book. An office should not have on its 
records any facts which do not concern that particular office. 

Each item in the correspondence book is numbered from 1 forward con- 
tinuously and without break for any new year. 

The papers that are filed in the document file and the entries that are made 
in the index are numbered to correspond with the numbers of the items in the 
correspondence book, the papei's in the document file being filed serially. 

"Each item entered in the correspondence book is indexed under its sub- 
ject, and when necessary under the name of the writer of the communication 
and the name of the persons mentioned therein. (One entry of a name or 
a subject in the index is as a rule, sufficient.) The numbers of any other 
items about that subject are placed after the original entry in the index. 
(See illustration, Fig. 1.) A space of at least three lines should be left below 
each original entry in the correspondence book for use in continuing the 
record, if necessary." 

No communication exhibiting the notation of a previous entry should be 
again entered in the same correspondence book, unless for special reasons. 
If a communication that has already been entered is returned, the necessary 
data are added to the previous entry. However, should it be necessary to 
enter the same communication a second time, head the entry "Continued from 
page — " and add after the original entry "Continued on page — ." Since 
almost every company office has the use of a typewriter, a carbon copy of 
practically all correspondence passing through the office is retained in the files. 
Therefore, for the most part the entries in the correspondence book show only 
the document numbers. 

The Document File 

The need and purpose of an adequate filing system is to provide : first, a 
place for the safe keeping of papers, cards, documents or records of any kind ; 

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Administration — Lecture IV Page 12 

second, a method of classification that insures the filing in the same place of 
all papers on the same subject and the finding of papers quickly when needed. 

The correspondence book is supplemented by the Document File. The papers 
of that file will be numbered to correspond with the numbers of the items and 
of the index entries and will be filed according to their serial numbers. The 
file will contain the original documents or communications when these are 
retained, and carbon, letter press, or other legible copies of all letters, in- 
dorsements, or telegrams sent with regard to the same. The file will also 
contain similar copies of all letters, indorsements or telegrams originating in 
the administrative unit or office. When more than one paper pertaining to 
the same item is placed on the file, the papers will be placed in an envelope, 
if practicable, and the number of the item will be noted thereon. Papers 
differently numbered, but on a related matter, may also be kept together when 
desired, but if so kept, a reference slip must be inserted to account for the 
paper absent from its serial place. 

No i*ecoi - d will be made beyond the mere notation of the fact of origin or 
receipt and disposition in respect to the following: 

1. All papers not pertaining to the business of the receiving office. These 
should be transmitted forthwith to the proper place for action. 

2. Accounts current, vouchers, returns of personnel and of stores and 
other property, inventory and inspection reports, and requisitions. 

3. Mere letters of transmittal. Such letters when received will be de- 
stroyed forthwith. 

4. Request for and acknowledgment of receipts of publications and blanks. 

5. All other communications that have no permanent value and that are 
finally disposed of by answers thereto. 

6. The serial numbers in the "Document File" will consequently not be 
complete, but whenever a paper is filed therein, abbreviation "Doc." will be 
placed after the proper entry in the correspondence book in order to indicate 
that the paper itself, as well as any record pertaining to it, will be found in 
the "Document File." 

The following named books of record, reports, and papers will be kept in 
each company as ordered by paragraph 280 A.R. 

"A correspondence book, a sick report, a morning report, and in com- 
panies supplied with public animals, a file of descriptive cards of public 
animals, all to be furnished by the Adjutant General's Department; also 
a company council book, a record of punishment awarded by the company 
commander under the provisions of paragraph 953 to be furnished by the 
Quai'termaster Corps. 

'"There will also be kept, on blanks supplied by the Adjutant General's 
Department, a complete record, description, and account of all men who 
belong to or who have belonged to the company. A record of vaccinations 
will be kept on these blanks. 

"There will also be kept a document file, orders and instructions received 
from higher authority and retained copies of the various rolls, reports and 
returns required by regulations and oi'ders. 

"Where copies of orders affecting the company are not supplied, the 
orders will be copied, if practicable, attested by the Adjutant, and placed 
on the order file." 

Paragraph 281. "There will also be kept in each company or detach- 
ment full information respecting all equipment and other property held 

MT C 



Administration — Lecture IV Page 13 

on memorandum receipt, showing list of articles, date of receipt, from 
whom received, and the name of the officer who signed the memorandum 
receipt thereof; also an account of all articles turned in, expended, stolen, 
lost or destroyed; and the company or detachment commander will have a 
settlement with the staff officers concerned quarterly and when relinquish- 
ing his command. 

"Of the books, reports and papers referred to in this and in the preced- 
ing paragraph, the correspondence book, the document file, the service 
records of enlisted men, the muster rolls, the monthly returns and all other 
returns of the personnel, will be permanently preserved. 

"Division and department orders, except extracts of special orders, will 
be disposed of under instruction of the division or department commander 
when the company is relieved from duty in the division or department. 

"The other books, reports, and papers will be kept five years, reckoned 
from the close of the period of their use in case of books and reports and 
from their dates in case of papers, when they will be destroyed under di- 
rection of the Commanding Officer." 



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Administration — Lecture V Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE V 

Service Record 

Introductory, 

Nature of Service Record, 
General Instructions, 
Entries made by Recruiting Officer, 
Descriptive List, 
Indelible or Permanent Marks, 
Current Enlistment 

"Accepted for enlistment at," 
"Enlisted at," 

Method of filling out when man is drafted or inducted. 
Report of Assignment, 
By whom made out, 
Where sent. 
Other Entries, 
Indorsements, 

By whom made out, 
Method of making out, 
Military Record, 
Court-Martial, 
Allotments and Deposits. 
Importance and Care of Service Record. 

A personal record is kept of each soldier on Form No. 29, A.G.O. which is 
called a Service Record. This form follows the soldier throughout his service 
in the Army. It gives a complete statement of his services and of his accounts 
with the government. When a man enlists, the record is opened by the re- 
cruiting officer, while under the draft system this work is done by the company 
commander of the first organization to which the soldier is attached. In the 
latter case the information necessary for opening the record is forwarded by 
the soldier's local draft board. As the man changes from one organization to 
another, subsequent entries are made by company commanders, or for them by 
their clerks. Some of these entries require initialing by the company com- 
manders themselves. Where this procedure is necessary, the service record 
itself carries instructions to that effect. Such instructions occur at the tops of 
pages on which the initialing is called for. 

The following general information concerning the handling of a service 
record is printed on the first two pages of the form: 

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Administration — Lecture V Page 2 



1. Opening of Record. — When a soldier is enlisted or reenlisted a service 
record on this form will be opened for him by the recruiting officer, who will 
fill out the Descriptive List, page 2, the Prior Service, and the first part of 
Current Enlistment, page 3. Other data called for by the printed headings 
or by these instructions will be supplied from time to time as occasion arises 
by the soldier's company or detachment commanders, care being taken to make 
the record complete and to keep it up to date at all times. 

2. Forwarding to First Station.— When a soldier is sent from the recruit 
depot to a post, camp or regiment, for assignment, the adjutant, or other desig- 
nated officer, at the depot will fill out the first indorsement and turn the service 
record over to the officer or noncommissioned officer in command of the detach- 
ment or department recruits; or, if no officer or noncommissioned officer be 
placed in command, the service record will be forwarded by mail to the proper 
commanding officer. 

3. Transmission to Company. — Upon assignment of a soldier to a company, 
the post, camp or regimental commander will transmit the service record to 
the commanding officer of the company to which he is assigned, detaching the 
report of assignment and forwarding same to the Adjutant General of the 
Army. 

4. Soldiers Transferred or Detached. — When a soldier is transferred or 
detached from his company, the company commander will fill out the second 
indorsement and transmit the service record to the soldier's new commanding 
officer in the manner prescribed in paragraph 2, above, in the case of soldiers 
leaving the recruit depots. Subsequent endorsements will be filled out as the 
soldier's change of station or status requires, the original service record thus 
following the soldier wherever he goes. Each commanding officer forwarding 
the service record will retain an official copy of his indorsement, to which will 
be added the name of the soldier for purpose of identification. 

5. Data to be Included in Indorsements. — Each indorsement will give the 
reason for the soldier's change of station or status, and his character and will 
contain a full statement of his accounts at the time. Under the heading "Due 
United States" will be noted all authorized stoppages for loss of or damage to 
government property or supplies; amount due on account of allotments, post 
exchange, post laundry, tailor, company fund, or transportation; and stop- 
pages, including detained pay under sentence of a court martial and on account 
of absence from duty because of disease resulting from the soldier's own in- 
temperate use of drugs or alcoholic liquor, or other misconduct. In short, all 
information required to be entered on the pay card and pay roll will be incorpo- 
rated in the indorsement on the service record, the wording of the indorsement 
conforming to model remarks for such rolls prescribed by the War Department. 

6. Soldier Furloughed to Reserve. — When a soldier is furloughed to the 
reserve, his service record will be forwarded by indorsement to the officer 
charged with keeping his records as a reservist. If the soldier is detached 
from his company at the time he is furloughed to the reserve, a copy of the 
indorsement forwarding the service record will be furnished his former com- 
pany commander without delay. 

7. Soldiers Discharged, etc. — When a soldier is discharged or otherwise 
separated from the service without being furloughed to the reserve, his service 
record will be closed and forwarded to the Adjutant General's Office. If the 
soldier is on detached service at the time of discharge, the officer having charge 
of the service record sends it to the Adjutant General and at the same time 
notifies the discharged man's company commander. 

8. Record of Court-Martial. — When the service record of a soldier shows a 
sentence by court-martial, it will be accompanied by an authenticated copy of 

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Administration — Lecture V Page 3 

the record of summary court-martial, or by an official copy of the order 
promulgating- sentence in case of conviction by a general or special court- 
martial. 

9. Procedure in Case of Lost Record. — In the event that a service record 
is lost, a report of the fact will be made to the Adjutant General of the Army, 
who will start a new service record, transmitting same to the recruit depot 
or station at which the soldier was enlisted. The new record will then be 
forwarded in turn to the commanding officers of the companies in which the 
soldier has served during current enlistment, each commanding officer repeat- 
ing the indorsement required by paragraph 4, and making appropriate entries 
in the body of the record. Pending receipt of the new service record the sol- 
dier's pay and duty status will be deermined from the data shown on the last 
pay roll on which his name appears, and from other records of the company 
or detachment with which he last served. 

10. Changes in Entries. — Erasures of entries on a service record are pro- 
hibited. All changes in original entries must be made by drawing lines through 
the entries, and each change will be duly authenticated by the initials of the 
officer making it. 

11. Additional Spage for Entries. — In case the space under any heading, 
except "Deposits" in the body of the record proves insufficient, the entry will 
be continued under "Remarks," page 5. If the space under "Remarks" or 
"Deposits" is insufficient, additional sheets may be securely pasted at the bot- 
tom of the page, as indicated by foot note. If the space for showing change 
of station or status in an indorsement is insufficient, the entry will be con- 
tinued under "Due United States." One indorsement may, if necessary, occupy 
the space allotted to two. If there be more than 12 indorsements, an addi- 
tional sheet will be securely pasted at the bottom of the last page of the form, 
as indicated by foot note. Under no circumstances will sheets or slips of paper 
be pasted or attached to a service record except as provided above. 

12. Initialing of Entries. — Each entry under "Military Record," pages 4 
and 5, and "Allotments," page 7, will be initialed by the recruiting officer or 
company commander, as the case may be. Where there are no data of record 
relating to a printed heading, the space under that heading will be left blank, 
except that in case of transfer to another organization or furlough to the 
reserve, the company commander will insert his initials in such blank spaces 
to show that he has not overlooked the entries. Negative entries, such as 
"None," "Nothing," etc., will not be made in any part of the form except as 
required for street and house number and indorsements. 

In what is to follow there will be some repetition of the foregoing instruc- 
tions. Repetition is for the purpose of emphasis, for a service record must be 
made out properly, since all matters regarding a soldier's rank, pay, and 
status in general are determined by the service record. 

When an enlisted man is transferred or sent on detached service his 
record is forwarded by mail to his new commander. If a number of soldiers 
is being transferred at once an officer is usually sent with them. In such case 
the officer takes charge of the service records for the whole group. Upon the 
completion of a man's term of enlistment, his service record is closed by proper 
entries being made on it by the Commanding Officer of the last Company to 
which he belonged, and forwarded to the A.G.O. 

Entries Made by Recruiting Officer. 

Upon the enlistment of a soldier, a clerk in the recruiting office opens the 
service record by entering the soldier's name in ink, printing out the charact- 
ers, not writing them in script; then he enters the arm of the service in which 

M TO C 



Administration — Lecture V Page 4 



the enlistment is made. Since the distinction between Regular Army, National 
Army, etc., has been discontinued, it is unnecessary now to pay attention to 
those terms, if found at the top of the service record. He then turns to page 
2, and makes out the "Descriptive List." The method of doing this needs no 
explanation. Caution, however, should be observed in inserting the name and 
address of the person to be notified in case of emergency. If there is no street 
or house number the words "none given" should be written in. Other blank 
spaces require no insertions if there is no information pertaining thereto. 

Under the heading "Indelible or Permanent Marks," tattoos, scars, or other 
blemishes are noted. Here a method of abbreviating is adopted, for example: 
Tattoo, anchor, left forearm. 

On page three provision is made for giving information with respect to 
previous service in the Army or Navy. This is taken care of by the recruiting 
officer, as are also entries to be made under the heading "Current Enlistment." 
Under the caption last mentioned, some caution is necessary to avoid confusing 
"Accepted for Enlistment at" and "Enlisted at." The place of acceptance for 
enlistment may or may not be the place of enlistment. The date of enlistment 
is the date the man was sworn in. 

In the case of a drafted man, the date he is ordered to report to his Local 
Board is inserted; the words "Accepted for enlistment" and "Enlisted 
, 191 " are stricken out, and immediately above the line be- 
ginning "by" is written "Reported to Local Board same place and date" or 
whatever place and date he did report. In case of voluntary induction the 
foregoing is handled in the same manner as for an enlisted man except that 
the words "Voluntary Induction" are written- after the words "enlistment 
period. 
Report of Assignment. 

"Report of Assignment" is provided for on a perforated leaf affixed to the 
service record between pages two and three. This report is filled out by the 
commanding officer of the first organization to which, the soldier is assigned. 
It is then immediately mailed to the Adjutant General of the Army, at Wash- 
ington, D. C. In the case of a drafted man, this report is not filled out or 
mailed to the A.G.O. but is torn out and destroyed. Instead of it, a special 
form, printed on a pasteboard sheet, called "Enlistment & Assignment Card" 
is filled out and mailed to the A.G.O. 

Other Entries. 

In the case of a man who has enlisted at a recruiting depot, the "1st Ind." 
(first indorsement) on his service record is made out by the adjutant of the 
depot, when the soldier is sent to his first organization. The order, and its 
date, calling for the shipment of the soldier are here given. 

Subsequent indorsements are made out by company clerks and signed by 
company commanders, whenever the soldier is transferred or sent on detached 
service. All indorsements must give the order calling for the soldier's transfer, 
the condition of his accounts with the government and a statement regarding 
his character. The blank space for indicating the man's character is filled out 
in the handwriting of the officer signing the indorsement, one of the three fol- 
lowing expressions being used: Good, very good, excellent. No statement is 
made in this space regarding arrests or courts-martial. 

The manner in which an indorsement is made is illustrated below: 

2nd Ind. 
Fort George Wright, Wash. 
Feb. 17, 1918. 

M T O C 



Administration — Lecture V Page 5 

To C. O. Camp Meigs, Washington, D. C. 

This soldier transferred to your post per 

telegram, A.G.O. 2-13-18. 

He was last paid to include 1-31-18 

By Capt. R. E. Grant, Q.M.C. 

Due United States 

Nothing 
This soldier has an allotment 

running. 
His character is very good. 

E. C. Emory, 
Capt. 5th Coast Artillery, Commanding. 

Company clerks should make out and file a copy of their own indorsement. 
This copy becomes a part of the company's permanent file; the reason for its 
retention will be apparent by turning to instruction number nine on the front 
cover of the service record. 

Under the heading "Military Record" events in the service of the soldier 
are entered as they occur. Marksmanship, battles, wounds, medals of honor, 
certificates of merit, furloughs, changes in rank, and statements regarding 
arrests and courts-martial, are noted. When a soldier is tried by court-martial, 
a record of the trial is entered. The complete "Charge Sheet" is filed with the 
service record. 

The blanks on pages six and seven regarding clothing are no longer used. 
A separate statement has been substituted therefor. 

War risk allowances and insurance premiums will be entered on page 7 of 
the soldier's service record in space provided for "Clothing Settlements." On 
separate lines, the following notations will be made, leaving a vacant line under 
each notation to allow for notice of discontinuance. These entries must be 
made on their respective lines and on no others, Class A allotments being made 
on the first line, Class B the third line, Class C the fifth line and Class D the 
seventh line. In the event that there are no allotments of a certain class, the 
line will be left blank. 

Class A. family allowance $ per month 

Class B. family allowance $ per month 

Government Insurance Premium $ per month 

Private Insurance Premium $ per month 

as the case may be. Class E allotments will be entered in space provided for 
allotments at the bottom of page 7, interpolating the words "Class E" before 
"Allotments" in the heading. (S.R. 72, par. 18.) 

When a soldier makes a deposit of part of his pay, a record of such deposit 
is entered on page eight. The date, amount and officer with whom the deposit 
was made are noted. Since a large portion of a soldier's pay is being taken 
for allotments, insurance premiums and Liberty Loan subscriptions, or being 
withheld while he is on "overseas" duty, few deposits are being made. 
Importance and Care of the Service Record. 

The importance of service records cannot be overstated. They must be kept 
according to instructions, and in their handling no erasures are ever permis- 
sible. Incorrect entries are lined out and the necessary changes authenticated 
and initialed by the officer making the alterations. 

Service records should be carefully kept in some manner so as to avoid tear- 
ing them. A good method is to keep each record in a separate jacket. Data 

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Administration — Lecture V Page 6 

concerning the soldier can be written on the outside of this covering. A system 

of this kind will obviate the necessity of constantly turning to the record itself. 
Considerable confusion has resulted from the interpretation of Bulletin No. 

8 in regard to the temporary service l-ecord and pay card. The following is a 

copy of Paragraph 3, Bulletin No. 8, February 18, 1918. 

"From communications received in this office relating to the loss of serv- 
ice records in transit, it is shown that in general the fault lies with com- 
manders who have had but temporary jurisdiction over the men whose rec- 
ords are reported to be lost, due to the arrival and departure of the men 
before the receipt of the service records and the failure of the commanders 
to transmit the records when received. 

"All commanding officers are enjoined to expedite the transmittal of 
service records of men transferred or detached and to use care in determin- 
ing the proper address to which the record is to be forwarded. 

"Application to the Adjutant General of the Army in compliance with 
instruction on the service record form should not be made until it is rea- 
sonably certain that the service record is lost, and effort should first be made 
to obtain the missing service record from the company or detachment with 
which the man last served. 

"When an enlisted man is transferred, assigned, or attached to a com- 
pany or detachment and is again transferred or detached before the service 
record has been received, a temporary service record will be prepared from 
available data and forwarded to the new company or detachment for use 
until the original or a new record obtained through instruction 9 on the 
blank form is received, when the temporary record will be filed with the 
company or detachment receiving the original or new record. Temporary 
service records will be marked "Temporally" at the top of the first page or 
brief by the officers starting such records. 

"Correspondence received in this office also indicates that some company 
or detachment commanders are withholding pay from enlisted men because 
of missing service lecords. Substantially all data on the service record 
affecting the man's pay are copied from the pay rolls and other records of 
the company or detachment with which he last served, and prompt action 
should be taken by the new company or detachment commander, in case of 
loss of a service record, to obtain the data necessary to pay the soldier as 
provided in the last sentence of instruction 9 on the service record form, 
which reads as follows: 

"Pending receipt of the new service record, the soldier's pay and duty 
status will be determined from the data shown on the last pay roll on 
which his name appears, and from other records of the company or detach- 
ment with which he last served." 



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Administration — Lecture VI Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE VI 

Morning Report 

Sick Report 

Duty Roster 

Delinquency Record Form 509 Q.M.C. 

Record of Courts-Martial 

Army Paper Work 

All paper work in the Army must be in accordance with prescribed methods 
and no deviation from these methods is ever permissible. When reports and re- 
turns come into a central office in large numbers, it is essential that they be 
made uniformly and that they be coi'rect. 

United States Army Regulations expressly state just what books of record, 
reports, and papers are to be kept in each company. The Adjutant General's 
Office provides the necessary blank forms. Clerks connected with company 
administration must familiarize themselves with these. As Army Regulations 
are changed quite frequently it behooves a company's administrative force to 
keep them posted to date. 

The first paragraph in "Army Paper Work," by Colonel James A. Moss, 
reads as follows: 

"As irksome as paper work may be to many people, it is nevertheless an 
essential feature of military life, being as necessary in its way, as any other 
part of the military profession, forming, as it does, an important part of 
Army Administration. It is, therefore, a subject in which officers, sergeants- 
major, first sergeants, company clerks, and others should be proficient. How- 
ever, it must be remembered that proficiency in paper work, like proficiency 
in anything else, requires work and attention to business." 

Morning Report 

Every officer and enlisted man of the Army on the active list, and every 
retired officer and enlisted man on active duty, except individual officers de- 
tached and serving alone, will be accounted for daily on a morning report. 
Four forms for morning reports are provided, viz: 

Company morning report (Form No. 332, A.G.O.). 

Headquarters company morning report (Form No. 333, A.G.O.). 

Headquarters morning report (Form No. 334, A.G.O.). 

Consolidated morning report (Form No. 336, A.G.O.). 

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Administration — Lecture VI Page 2 

The company morning report is made out daily and transmitted usually be- 
fore nine A.M. of the day following that covered by the report to the 
Sergeant-Major. The morning report day is the period from midnight to 
midnight, and the report shows by tabulation the condition of the company 
at the end of the day covered by the date of the report, and by appropriate 
explanatory remarks, all changes in duties and status of officers and enlisted 
men that have occurred during the day. 

With respect to the status of the personnel of the company, the report is 
detailed, giving the number of men on extra or special duty, sick in quarters, 
sick in hospital, absent with or without leave, in arrest or confinement. This 
is shown on the left-hand page which is ruled and headed for the purpose. 

The opposite page is used for remarks, covering any changes within the 
company since the previous report. Additions to the company by reason of 
assignment of men, etc., or deductions from the company for men on furlough 
or sick in hospital, etc., are shown under remarks. 

Since it would be impossible for the company clerk to remember all the 
information necessary for the making out of his morning report, it is well to 
make memoranda at the time of the occurrence of events so as to avoid the 
possibility of overlooking anything when the report is made up. 

When a man first reports to the company his identification number is en- 
tered on the page provided for remarks. It is not necessary to make this 
entry in case a man returns to the company after being on furlough or in 
the hospital. The column headed "Sick in Hospital" should be ruled into 
two columns, and one marked "B" and the other "I." Men sick in the base 
hospital are carried in column "B," those sick in the infirmary in column "I." 
A man who is sick is carried as present, if he was not removed from the camp. 

A few technical expressions are used in the morning report which require 
a little precaution. Columns are provided for men on extra and special duty 
and detached service. If a man is detailed to work away from his company, 
receiving no extra compensation for it, he is considered as being on special duty. 
If on the other hand, he does receive extra pay he is considered as being on 
extra duty. A man is on detached service when he is removed from the imme- 
diate control of his company. 

In the column for "Remarks" will be carefully recorded all changes of duty 
and status of officers and enlisted men, as follows: 

(a) Date and Hour of Change. — In case of a change of duty or status that 
occurred on a date prior to that covered by the report, the actual date of the 
change will be stated. The absence of a date after a remark indicates that 
the change occurred on the date covered by the report. 

The hour a change of duty or status occurs will not be stated except when 
necessary to determine additions and deductions of rations. 

Examples : 

(1) "Duty to hosp." (Usual form of remark.) 

(2) "Duty to hosp. Mar. 15/18." (Form of remark in case the soldier 
was admitted to hospital on a date prior to that of the report.) 

(3) "Duty to hosp. 4.00 p.m." 

(b) Change of Grade. — All changes of rank or grade. 
Examples : 

(1) "Corp Caswell aptd sgt." 

(2) "Sgt Roth aptd mess sgt." 

(3) "Corp Bruce rd to pvt." 

M to c 



Administration — Lecture VI • Page 3 

If the officer or enlisted man is not "for duty" on the date of the change of 
rank or grade, his actual status will be indicated. 
Example: (4) "Corp Caswell aptd sgt SD." 

(c) Assignment. — The fact of assignment and whether or not the officer 
or enlisted man has joined the command, and if not, his status. 

Examples : 

(1) "Assgd to and joined Co." 

(2) "Assgd to Co. DS en route to join." 

(d) Transfer. — The organization, corps, department, or station from 
which or that to which transferred, with statement showing whether or not the 
officer or enlisted man has joined his new command, and if not, his status: 

Examples: 

(1) "Transfd fr Co. B. Joined." 

(2) "Transfd to 15th MG Bn. Attached for duty." 

(3) "Transfd fr 56th Depot Brig. DS en route to join." 

(e) Changes in Command. — All changes in command. 
Examples: 

(1) "Capt Smith assgd to, joined and assumed comd. Lt. Jones reld 
comd." 

(2) "Capt Smith duty to hosp. Lt. Jones assumed comd." 

(3) "Lt. Jones reld comd. Duty to SD. Lt. Williams assumed comd." 

(4) "Maj. Arnold joined and assumed comd. Capt Smith reld comd." 

(5) "Maj. Arnold duty to hosp. Capt Smith assumed comd." 

(6) "Maj. Arnold hosp. to duty. Capt Smith reld comd." 

(f) Extra and Special Duty. — Notation concerning the assignment to or 
relief from any extra or special duty that removes an officer or enlisted man 
from the performance of the usual and customary duties of his office or grade. 
Special duty to be performed in addition to the usual or customary duty will 
not be noted. 

Examples : 

(1) "Duty to SD." 

(2) "SD to duty." 

The nature of the extra or special duty will not be stated on the morning 
report. (See also subparagraph i, Detached Service.) 

(g) Sickness. — All cases of sickness, and when the sickness is the result 
of an injury or wound, a brief statement of the nature of the injury or wound 
and whether or not contracted in line of duty. 

Examples : 

(1) "Duty to sick in qrs." 

(2) "Duty to hosp. 3 p.m." 

(3) "Hosp. to duty." 

(4) "Hosp. to sick in qrs." 

(5) "Duty to hosp. Injured during bayonet training. LD." 

(6) "Duty to hosp. Wounded in action. LD." 

In reporting the departure of an officer or enlisted man to enter a general 
or base hospital or a hospital at another post, camp, or station, or in reporting 
his return therefrom, the name or location of the hospital will be stated. 

Examples : 

(7) "Hosp. to en route to Walter Reed GH." 

(8) "Duty to absent sick Ft. Jay, NY." 

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Administration — Lecture VI . Page 4 



(9) "Absent sick Ft. Jay, NY., to duty." 

(h) Arrest and Confinement. — All cases of arrest and confinement. In 
case of arrest or confinement at another post, camp, or station, the name of 
the post, camp, or station will be stated. In case of confinement by civil 
authority, the remark will show the nature of the offense and whether the 
prisoner has been held for trial, tried, or discharged without trial, and, when 
tried, whether acquitted or convicted. 

Examples: 

(1) "Duty to arrest." 

(2) "Arrest to hosp." 

(3) "AWOL to conf." 

(4) "Conf to en route to conf at Ft Sheridan, 111." 

(5) "Conf to duty." 

(6) "Conf at Ft Sheridan, 111. to duty." 

(7) "Duty to absent in hands CAuth, Baltimore, Md." Held for trial 
on charge of larceny." 

(8) "Absent in hands CAuth, Baltimore, Md. to duty. Released with- 
out trial." 

(i) Detached Service. — All absence on duty exceeding 24 hours, with place 
of absence. 
Examples: 

(1) "Duty to DS at Ft Porter, NY." 

(2) "DS at Ft Porter, NY, to duty." 

Duty with another organization at the same post or station will be reported 
as special duty and not as detached duty. 

(k) Absence With Leave. — Departure and return in all cases of absence 
of officers with leave and of enlisted men on furlough. The period of ab- 
sence authorized will be stated in reporting departure. 

Examples: 

(1) "Duty to lv 10 days." 

(2) "SD to fur 7 days." 

(3) "Lv to duty." 

(4) "Fur to duty." 

(1) Absence Without Lea re. — Departure and return in all cases of absence 
without leave. 

Examples : 

(1) "Duty to AWOL." 

(2) "AWOL to arrest." 

(m) Missing in Action. — The number of officers and enlisted men by grade 
missing in action or captured by the enemy. 
Examples : 

(1) "1 sgt, 2 corps, and 3 pvts missing in action." 

(2) "4 pvts captured by enemy." 

Complete information including names of officers and enlisted men missing 
in action or captured by the enemy will be given under Record of Events. 

(n) Attachment. — Attachment of officers and enlisted men for duty or for 
rations only, and relief therefrom. In case of attachment for rations only the 
names of those attached will not be stated. 

Examples : 

(1) "lit Jones attached for duty." 

M T c 



Administration — Lecture VI Page 5 

(2) Lt Jones, attached, reld fr duty with Co." 

(3) "Transfd to 15th MG Bn. Attached for duty." 

(4) "3 EM attached for rations 2 p.m." 

(5) "3 EM, attached for rations, left Co 10 a.m." 

(o) Resignation, Discharge, and Dismissal of Officers. — Fact of resigna- 
tion, discharge or dismissal. 
Examples : 

(1) "Capt Smith resigned." 

(2) "Lt Jones disch." 

(3) "Lt Williams dismissed." 

(p) Discharge and Furlough to Reserve of Enlisted Men. — Fact of discharge 
or furlough to reserve. The word "discharged" abbreviated "disch," will be 
used to cover all classes of discharges. 

Examples : 

(1) "Duty to disch." 

(2) "SD to fur res." 

(q) Death, Retirement, and Desertion. — Fact of death, retirement, or 
desertion. 

Examples : 

(1) "Coi"p Sharp, hosp, died." 

(2) "1st Sgt Cameron, DS, retired." 

(3) "Pvt lcl Jones, E.J., AWOL to desertion." 

(r) Return of Deserter to Military Control. — Fact of return to military 
control and status. 

Example : 

"Desertion to conf." 

Note. — In the examples under this paragraph the names have been omitted 
except where they were necessary to illustrate the remarks. 

In making entries under the head of remarks, it is a good rule to always 
enter a man's army serial number immediately following his name. 

On the "remarks" page are columns headed "Rations" for both men and 
animals with plus and minus columns. In these are indicated respectively 
additions and deductions to the ration credit of the company as a result of 
the changes in strength indicated by the remarks. A ration is the authorized 
allowance of food for one man for one day for three meals. The ration 
period is usually ten days (in some cases thirty days). By means of the ration 
return, Form Q.M.C. 223, rations are drawn by the company for the total 
number of men eating at its mess during the period. When men are added 
to the organization, credit is taken for the additional rations by the entry, in 
the plus column on the morning report, of the total number of rations re- 
quired for them. In the same way by making entries in the minus column 
deductions are shown for men leaving the company. These additions and de- 
ductions are based upon the remaining days of the ration period. When men 
are messed for only a part of a day, the credit or deduction is determined by 
dividing the total number of meals furnished by three and taking account to 
the nearest whole number. Thus the fraction of one-third would be disre- 
garded while the remaining two-thirds would count as a full number. 

For example, if two men leave the company on the evening of the fourth 
day of a ten day ration period, the deduction for two men for six days, or 
twelve rations would be shown in the minus column. If five men join the com- 
pany after dinner on the fifth day of a ration period, an addition is made for 

MTOC 



Administration — Lecture VI Page 6 

five men for 5 3 days or 26 § rations which are counted as 27 rations. An en- 
try in the remarks column, when no time is stated, is assumed to have oc- 
curred after breakfast, on the date of the report. 

If a man is sick in the base hospital, he is dropped for rations, although 
carried as present, for the reason that the hospital is drawing rations for him. 
When there are no entries to be made in the remarks column for a day, the 
words "No Change" are written immediately after the date. 

Comprehensive instructions are included in the form for the morning re- 
port which help in making it up. The moi'ning report should present little 
difficulty. Care, more than anything else, is required. The company clerk 
should go over the report carefully before it is handed to the company com- 
mander for his signature. It is a good idea for the clerk to compare his en- 
tries for the day with those made on the day previous to insure the making 
of all necessary changes. A check on the columns for indicating the men 
present and absent can be made by comparison with the strength of the com- 
pany. To insure a neat report when many entries are to be made on the page 
headed "Remarks," it is a good custom to write out the remarks on a piece 
of paper and then copy them into the report. 

Sick Report 

The Sick Report, Form A.G.O. 339, is a simple form, made out by the Com- 
pany Clerk. It provides for the following information: the names and rank 
of men taken sick, when sickness took place, if sickness was incurred in line 
of duty or not, and the disposition of the case. If the clerk does not know 
sickness was incurred in line of duty, he indicates doubt by using a question 
mark. On the line immediately under the last name entered for the day, the 
Company Commander signs his name and rank. 

The sick men accompanied by a non-commissioned officer with the sick re- 
port, are sent to the hospital where a medical officer makes disposition of the 
men. He indicates on the "Medical Officer's Report" whether a man shall be 
held in the hospital or sent back to his company. Men sent back to their com- 
pany are marked either "Quarters" (meaning sick in Quarters) or "Duty" 
(meaning "Available for Duty"). The Medical Officer after having examined 
all the men, attaches his signature to his part of the report, which is then 
returned to the company from which it came. 

Disease or injury is reported in line of duty unless it is known that it ex- 
isted before the man entered the service or was incurred while the man was 
absent without leave. Incapacity due to immoral conduct will not be con- 
sidered as having come about in line of duty. Sometimes there is a discrep- 
ancy of opinion between the commanding officer of a company and the medi- 
cal officer as to whether or not sickness was incurred in line of duty. Com- 
pilation of War Department Orders, paragraphs 54 and 229 provide for set- 
tlement of the difference. 

Erasures are never made on the sick report. Mistakes are corrected by 
lining out the entry, the officer signing then places his initials in the margin 
opposite. This procedure insures against unauthorized alterations. 

Duty Roster 

The duty roster A.G.O. Form 342 is a systematic record of all fatigue work 
performed by the enlisted men of a company. It is maintained for the pur- 
pose of distributing equally the guard or other duties of a company. 

MTOC 



Administration — Lecture VI Page 7 



The duty roster for troops, batteries, companies and detachments shows 
the names of all enlisted men of the organization and consists of two parts. 
The Roster for Guard Duty. 
The Roster for Other Duties. 
The Guard Roster is for the purpose of equally distributing the guard duty 
to the enlisted men of the company, troop, battery or detachment. 

The man longest off duty, as indicated by roster numerals, is the first to be 
used for detail for such duty. Each man is credited each day with the num- 
ber of days that he has remained present and available for duty since the 
beginning of his last tour. When unavailable on account of absence without 
leave, in arrest, in confinement, or on pass, men are credited the same as they 
would have been if they had remained present and available for duty, the 
numerals being inserted in the same square just above the letters indicating 
their proper status. Men returning to duty from furlough, detached service, 
extra duty, or special duty start in where they left off. Departures from 
these instructions may be authorized by the commanding officer when a strict 
application would allow improper advantage or work a hardship. 

If available but not required for guard duty, in the proper place opposite 
the soldier's name will be placed the numeral showing the number of days 
since he performed guard duty. Any special guard duty, such as stable 
guard, may be similarly indicated with the addition of the initial letter in the 
open half space. The detail for supernumerary should, as a rule, fall on the 
men next for detail. This, however, may be varied so as to even up the detail. 

Following is a list of the abbreviations which should be strictly adhered to : 

A Absent without leave. 

Ar Arrest in quarters. 

C In confinement. 

DC On detached service. 

ED On extra duty. 

F On furlough. 

P On pass. 

Ret Recruit. 

S D On special detail. 

Sk Sick. 

Roster for Other Duties. — At the beginning of the month is inserted in the 
proper column, opposite each man's name, the date when he last performed 
the duty specified, using the abbreviated name of the month and the numeral. 
When a detail for any one of these duties has been determined upon (in ac- 
cordance with general instructions) draw a line through this date and insert 
in the same place the numeral indicating the day of the month. If detailed 
again for this duty during the month, draw a line through this last date and 
again insert in the space the new numeral and so on. 

The necessary entries relative to any regular duties not specified on the 
roster will be shown in one of the blank columns provided for that purpose, 
the nature of the duty being shown in the heading of the column. In case of 
a detail for detached service, a hyphen should follow the numeral, which 
merely indicates the day of departure. But since detached service is the only 
variable duty as regards length of time, it is the day of return that determines 
when last performed, hence upon the man's return from detached service, draw 
a line through date of departure and insert the date of return after the hy- 
phen. At the end of the month the date of last performance of each duty is 
transferred to the proper spaces on the roster for the ensuing month. 

M TOC 



Administration — Lecture VI Page 8 

The duty roster should be kept by the first sergeant. In his absence it is 
the duty of the company clerk to keep it. He should at all times be familiar 
with the keeping of the roster as he will be called upon to answer numerous 
questions in regard to duties performed by the enlisted men of the company. 

Extra and Special Duty. — Extra duty occurs when an enlisted man is de- 
tailed to perform specific services, which removes him temporarily from the 
ordinary duty roster of the organization to which he belongs, provided he re- 
ceives increased compensation for same. Special duty is that performed by 
the enlisted man in the same way except that no extra compensation is paid. 
He is also removed from the regular duty roster. 

Delinquency Record 

The following is quoted from the Articles of War: 

"Art. 104. Under such regulations as the President may prescribe, and 
which he may from time to time revoke, alter or add to, the commanding offi- 
cer of any detachment, company, or higher command may, for minor offenses 
not denied by the accused, impose disciplinary punishments upon persons of 
his command without the intervention of a court-martial, unless the accused 
demands trial by court-martial." 

For each punishment awarded, the commander will cause a brief record to 
be made showing: 

(a) Name of accused. 

(b) Brief statement of offense, including time and place. 

(c) Statement as to whether or not accused demanded trial by court- 
martial. To be effective such demand must be made before award of punish- 
ment by commanding officer. 

(d) Disposition of case, with date and punishment awarded, if any. 

(e) Whether or not appeal was made to higher authority. 

(f ) Decision of higher authority on appeal. 

(g) Whether or not accused was required to serve punishment pending 
appeal. 

The Delinquency Record Form No. 509 Q.M.C., is used for this purpose. 

Record of Courts-Martial 

A copy of all charges preferred against men in the organization, Form 
594, A.G.O., must be kept as a permanent record. Charge sheets are prepared 
in triplicate. One copy is retained in the office appointing the summary court, 
one copy forwarded to the officer exercising general court-martial jurisdic- 
tion over the command, and the third copy returned to the company. It in- 
cludes a statement of charges perf erred, with. a record of the disposition of 
the case by the court martial. 

These remarks apply only to causes tried by summary court; the charges, 
findings and sentences of special and general courts-martial are published in 
the form of orders. 



M to c 



Administration — Typical Quiz Question* Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

Typical Quiz Questions 

Typical quiz and examination questions on the preceding lectures of the 
course. 

1. Name the divisions of the General Staff Corps. " 

2. Give the functions of the Purchase, Storage and Traffic Division of 
the General Staff Corps. 

3. Name the Special Staff Corps. 

4. What are the duties of the Quartermaster Corps? 

5. What are the duties of the Adjutant General's Depai'tment? 

6. What are the duties of the Ordnance Department? 

7. Distinguish between Line and Staff. 

8. What are the principal changes in the present organization of the 
division from previous times? 

9. Name the territorial departments and give the location of their head- 
quarters. 

10. Name the classes of motor vehicles and state what jurisdiction the 
Motor Transport Corps has over each. 

11. Outline the organization of M.T.C. A.E.F. 

12. State the steps taken by an officer to secure his pay. 

13. Outline the organization of a Motor Transport Company. 

14. What is a pay card, A.G.O. 644? 

15. What is meant by military channels 

16. Write a military letter with one indorsement. 

17. What disposition is made of the service record of a man upon his 
separation from the service? 

18. Describe the Sick Report. 

19. Describe the Duty Report. 

20. Describe Delinquency Record, Form 509, Q.M.C. 

21. Outline the procedure to be taken in the case of record of court- 
martial, Form 594, A.G.O. 

22. What period does the morning report cover? 

23. Write model remarks for the following items: 
One private went to the hospital at 9.00 A.M. 
Two corporals were assigned to outside work. 
One sergeant went on a furlough at 2.00 P.M. 

Are men in the base hospital listed as present or absent, on the morn- 
ing report? 

When is a man in arrest or confinement listed as absent on the morn- 
ing report? 



MTOC 



Administration — Lecture VII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE VII 

Ration Return 

Company Funds 

Company Council Book 

Soldiers' Deposits 

Soldiers' Deposit Books 

Manual Courts-Martial Chapters I to IV 

Ration Return 

The ration return, Q.M.C. Form 223, is the means by which an organization 
provides for obtaining subsistence. Its purpose is to establish the amount 
of ration credit against which an organizaion may draw supplies of food and 
other necessary supplies. 

The ration return is submitted to cover a period of either ten or thirty 
days, and is in effect a requisition calling for a total number of rations to be 
required during that period. This total is arrived at by multiplying the total 
number of enlisted men present with the company on the date of the return, 
by the number of days in the period. To this total is added or subtracted the 
net difference between the additions and deductions for the previous ration 
period as indicated by the remarks page of the morning report. For example, 
if the strength of a company is 200 men on the morning of January first, the 
ration return would call for 2,000 rations for the ration period January first 
to tenth. Assuming further that in the previous ten day ration period the 
total additions in the morning report were 140 and the total deductions 110, 
the net difference, or 30, would be added (in this case) to the 2,000 rations 
so that the ration return would call for 2,030 rations, instead of 2,000. 

Spaces are also provided in the ration return for requisitioning supplies 
of matches, candles, toilet paper, ice and other articles of subsistence stores 
which are not issued in the form of rations, but as "Authorized Issues," in 
accordance with the standard allowances. These allowances are in the propor- 
tions as given above. 

The Company Fund & Council Book 

1. General Purpose of Company Fund. 

2. The Company Council Book. 

3. Mess Fund and General Fund. 

a. Must be kept separate. 

b. Source of each. c. Use of each. 

M to C 



Administration — Lecture VII Page 2 

4. System of Keeping Accounts. 

a. Vouchers. 

b. Illustration of entries in Council Book. 

The men of our Army need some provision that will insure them a few pleas- 
ures. Men cannot be contented and happy without respite from duties. They 
require recreation. A company commander is expressly entrusted with pro- 
viding for the contentment and harmony of his command. A splendid method 
has been worked out whereby a company fund has become available for the 
pui-chase of athletic equipment, pianos, victrolas, extra food, etc. A com- 
pany council consisting of all officers of the company holds regular monthly 
meetings at which expenditures for the past month are checked and necessary 
expenditures for the next month authorized. A Company Council Book, Form 
No. 452, Q.M.C. is kept in which are entered all receipts and expenditures 
from the company fund, together with the minutes of council meetings. 

The company commander is custodian of his company's fund; he must take 
care that a strict account is kept of all receipts and expenditures, and that 
expenditures be for proper purposes only. A. R. Par. 327 authorizes the es- 
tablishment of company tailor shops, barber shops, the company billiard and 
pool tables, and subject to the approval of the Post Exchange Council of com- 
pany shoe repair shops and company laundries from which revenues may be 
derived. Salaries are allowed attendants for company equipment, (a) "The 
company fund is not intended for expenditure in the purchase of articles to 
facilitate the transaction of business in a company. On the contrary, the 
legitimate and proper application of this fund is in supplementing the articles 
already furnished by the supply departments for the purpose of increasing 
the comfort, pleasure, contentment, mental and physical improvement of the 
company. To accomplish this purpose, disbursements of company funds are 
authorized." The foregoing is construed as not prohibiting the purchase and 
repair of typewriting machines from the company fund, providing the officer 
responsible for the expenditures from that fund decides the same are made 
solely for the benefit of the company. — (Par. 106 C.W.D.O.). 

The fund consists of two parts, the Mess Fund and the General Fund. The 
former is made up of all savings of rations allowances; the latter consists of 
moneys from all other sources, some of which are, canteen and post laundry 
dividends and proceeds from the use of pool tables. A separation of funds 
is necessary in order to comply with the Army Regulations which require 
that money accruing from the rations account of a company be spent for food 
only. The foods purchased consist for the most part of perishable articles 
such as fresh fruit and vegetables which usually are kept on hand by the sub- 
sistence department. The purchase, from the mess fund of cows and forage 
for their keep, is allowable. The rental of land for gardening, however, is 
not permissible. Neither can beer be purchased from the mess fund, for 
Congress has prohibited the sale of or dealing in intoxicating liquors upon 
any premises used for military purposes. Use of the mess fund is further 
limited by the following: 

"The purchase from the mess fund of any article which can be obtained on 
requisition from a supply department is forbidden, except that, with the ap- 
proval of the post commander such articles may be purchased if necessity 
exists for their immediate use and they are not on hand for issue at the post." 
(A.R. Par. 322.) 

The council book provides space for a list of property with the cost thereof, 
purchased from the company fund; for keeping accounts; for certificates by 
company commanding officers that entries are correct; and for certificate of 
inspection by the post or battalion commander. 

M to c 



Administration — Lecture VII 



Page 3 



The method of keeping the mess fund and general fund is prescribed. En- 
tries for expenditures should show the amount paid, the date, to whom, and 
for what payment was made. All this should be noted briefly, but with the 
essential points covered carefully and exactly. All moneys received or paid 
out must be accounted for on a proper voucher showing the source from which 
the money was derived and the amount, or in the case of an expenditure, a 
properly receipted bill. Vouchers should be filed in such a way as to facilitate 
inspection; i. e., in the same order as the corresponding entries appear on the 
page for accounts in the council book. The following are illustrations of 
vouchers for a receipt and an expenditure respectively: 

Camp Lewis, Wash., 

Aug. 10, 1918. 
Turned over to Capt. Paul G. Rutten, eighty (80) dollars receipts from 
dance held Saturday, Aug. 8, 1918. 1st Sgt. J. D. O'Hare, 

Co. A. 14th Inf. 

Tacoma, Wash., 
Aug. 10, 1918. 
Received of Capt. Paul G. Rutten, $150.00 for victrola purchased for Co. 
A. 14th Inf., Camp Lewis, Washington. g ^ Kane 

Mgr. Johnson's House of Music. 

Funds are usually kept in a bank, and are deposited in the name of the 
company, the commanding officer being authorized to draw checks. In case 
there is a change of company commander, it becomes necessary to inform the 
bank authorizing the new officer to write checks. A note to the bank like the 
following will serve the purpose : 

Camp Lewis, Wash., 

Aug. 10, 1918. 
I have this day transferred the company fund of Co. A. 14th Inf. to Capt. 
Miles E. Cary who from now on will have authority to draw against the fund. 

Paul G. Rutten, 
Capt. 14th Inf. 

Another method of effecting the transfer would be to draw a check for the 
amount of the company's balance in favor of the relieving officer. 

A careful study of the following samples of how accounts are kept in a 
company council book and how they are certified and inspected will be helpful. 

In Account with Company Fu,nd, Co. A, 14th Inf. 





Date 




Ration Savings 


Other Funds 




Receipts 


Expend. 


Receipts 


Expend. 


1 


1 

1 

2 
4 
7 

7 
9 

10 




500.00 
100.00 


200.00 












2 


Cook J. Smith extra pay for 






T.r.o 


3 








100.00 




4 


Board of Co. Tailor for Aug 

Collections from pool table for 


10.00 






5 




50.00 
10.00 




6 










7 


A. P. Co. Fresh meats bill 
Aug. 28, 1018 




100.00 




8 


Columbia Phone Co., 10 cyl- 






2.50 




Totals, receipts and expendi- 












610.00 


100.00 


360.00 


10.00 






510.00 





350.00 




Totals 













610.00 




360.00 













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Administration — Lecture VII Page 4 

Company Commander's Certificate 

I certify that the foregoing account for the month of September, 1918, is 
correct and the amount for which I am responsible, eight hundred and sixty 
($860.00) dollars is deposited with the Tacoma National Bank to the credit 
of the Company Fund, Co. A. 14th Inf., Sept. 30, 1918. 

Paul G. Rutten, 
Capt. 14th Inf. 
Commanding. 
Inspecting Officer's Statement 

Sept. 30, 1918. 
I certify that in accordance with Army Regulations I have this date in- 
spected the foregoing account for the period July 1, 1918, to Sept. 30, 1918, 
inclusive, and I find it correct. 

John Smith, 
Major, 14th Inf. 

Soldiers' Deposits 

Any enlisted man of the Army may deposit his savings in sums not less than 
$5 with any Army paymaster (now quartermaster) who shall furnish him 
with a deposit book in which shall be entered the name of the paymaster 
(now quartermaster) and of the soldier, and the amount, date, and place of 
such deposit. The amount so deposited shall be accounted for in the same man- 
ner as other public funds and shall be deposited in the Treasury of the United 
States and kept as a separate fund, known as "Pay of the Army, deposit 
fund," repayment of which to the enlisted man on discharge from the service 
shall be made out of the fund created by said deposits, and shall not be sub- 
ject to forfeiture by sentence of court-martial, but shall be forfeited by de- 
sertion, and shall not be permitted to be paid until final payment on discharge, 
or to the heirs or representatives of a deceased soldier, and that such deposits 
be exempt from liability for such soldier's debts: Provided, That the Gov- 
ernment shall be liable for the amount deposited to the person so depositing 
the same. (R. S. 1305, amended by act June 12, 1906 (34 Stat., 246) ; 
G. O. 115, 1906). 

Note — The exemption of deposits from liability for the soldier's debts has 
application only to his personal debts. (Comp. Mar. 2, 1910 — United States 
Navy case; P.M.G.O., 81469.) (See par. 1321 Q.M.M.) 

Soldiers' Deposit Books 

Deposits of pay by enlisted men, and entries in deposit books and records 
pertaining thereto. (A. R. 1361, 1913.) 

A Soldier's Deposit Book, Q.M.C., Form 41, will be furnished to every soldier 
making deposits with the Q.M. as above set forth. Such deposits are to be re 
ceipted for by the Quartermaster and attested to by the Company Commander. 
The book is kept by the soldier and must be presented with his final statement 
for payment. It cannot be assigned or transfei-red, nor can the soldier with- 
draw the money until he is separated from the service. 

Courts-Martial 

i 
The instructor will read Chapters I to IV Manual of Courts-Martial cover- 
ing the following points: 

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Administration — Lecture VII Page 5 

Source and Kinds of Military Jurisdiction. 
Exercise of Military Jurisdiction. 
Persons Subject to Military Law. 
Classification of Courts-Martial. 
Composition of Courts-Martial. 
General Courts-Martial. 
Special Courts-Martial. 
Summary Courts-Martial, 
Jurisdiction in General. 
Jurisdiction of General Courts-Martial. 
Jurisdiction of Special Courts-Martial. 
Jurisdiction of Summary Courts-Martial. 
Jurisdiction of other Military Tribunals. 



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Administration — Lecture VIII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE VIII 

Accountability and Responsibility 

Manual Courts-Martial, Chaps. V to VIII 

Equipping a Company 

Accountability and Responsibility 

The following is quoted from Par. 657 Army Regulations on the subject 
of accountability and responsibility for public property: 

"Accountability and responsibility devolve upon any person to whom public 
property is intrusted and who is required to make returns therefor. Respon- 
sibility without accountability devolves upon one to whom such property is 
intrusted, but who is not required to make returns therefor. An accountable 
officer is relieved from responsibility for property for which he holds a proper 
memorandum receipt. A responsible officer is not relieved from responsibility 
for public property for which he has given memorandum receipt until he has 
returned the property to the accountable officer or has secured memorandum 
receipt from a successor, or until he has otherwise been relieved by the opera- 
tion of regulations or orders." 

It is essential in dealing with property to determine the difference between 
the terms "Accountability" and "Responsibility" as used in connection with 
government supplies. 

Accountability for property devolves upon any officer who is required to 
keep records of and render returns for, the property with which he is charged. 
Such property may or may not be in his possession, but his accountability is 
concerned only with the matter of accounting for the property, not with its 
actual possession. Only commissioned officers may be accountable for prop- 
erty except in extreme cases of uUgarrisoned posts when Ordnance and Quar- 
termaster Sergeants may act as accountable officers. 

Responsibility with or without accountability, devolves upon any one to 
whom public property is intrusted and who is answerable for its care and use. 
Responsibility is practically inseparable from possession. Both officers and 
enlisted men may be responsible for property held by them. Whether or not 
the officer is also accountable depends not on the element of possssion but on 
the question of whether or not he is required to account for or render re- 
turns for the property under consideration. 

The term "Accountability" implies that certain periodical repoi-ts or returns 
of property transactions are required, and vouchers to evidence such trans- 
actions both as to receipts and transfers are necessary to substantiate en- 
tries on such reports or returns. 

M t o c 



Administration — Lecture VIII Page 2 

The term "Responsibility" implies a military and pecuniary obligation on 
the part of an officer or other person to control and preserve material in- 
trusted to his care in such manner as to serve the best interests of the Army. 
There will be a great many officers and other persons who will not be required 
to render accounts for motor vehicles intrusted to them, but the fact that such 
officer or other person is not required to render an account or return of such 
property in no sense relieves him of the responsibility as just defined, which 
is automatically imposed on him when any public property comes under his 
care or control, nor of the obligation to maintain according to conditions of 
the service a reasonable record or statement of his stewardship or to furnish 
evidence, when properly called for, of the disposition which he has made of 
motor vehicles for which he is responsible. 

A company or detachment commander is responsible for all public property 
pertaining to his company or detachment, and will not transfer his responsi- 
bility for same to his successor during periods of absence of less than a month 
unless so ordered by competent authority; when such absence exceeds a month 
the question of responsibility is settled by the proper higher commander. 

The property responsibility of a company commander cannot be transferred 
to enlisted men. It is his duty to attend personally to its security. 

Transfer of public property by an accountable officer involves a change of 
possession and accountability. In ordinary cases of transfer, the transferring 
officer will forward to the receiving officer four copies of the combination in- 
voice and receipt (Form No. 600 A. G. O.), properly executed to cover the 
property transferred. Two of these copies will be signed by him in the space 
provided for the signature of the issuing officer; the other two copies will be 
signed by the receiving officer in the space provided and returned to the is- 
suing officer. 

Form No. 600 A. G. O. should be introduced in class. 

Instructor will read Paragraphs 665, 666 and 667 of Army Regulations. 

Memorandum Receipts. Transfer of responsibility without accountability 
is effected by means of Memorandum Receipts (Form A. G. O. No. 448). 
This is a form on which officers or enlisted men receipt to the accountable 
officer for public property intrusted to them. Responsibility, involving proper 
care and use of the property, is thereby transferred to the one signing the re- 
ceipt, but accountability for the supplies in question still remains with the 
officer issuing same. He continues to carry the propei'ty issued on memo- 
randum receipt on his property account and cannot drop it from accountability 
until it is worn out and disposed of under the laws. When property that has 
been issued on Debit Memorandum Receipt is returned to the accountable 
officer he will give a credit memorandum receipt for the property returned. 
This credit memorandum receipt will counterbalance the debit memorandum 
receipt that was signed when the property was issued and the officer receiv- 
ing the credit memorandum receipt will be relieved of his responsibility for 
the property that is listed on this credit receipt. 

There shall normally be but one accountable officer for equipment "C" of 
each bureau for a regiment, separate battalion or other tactical organization 
for which equipment "C" is prescribed, and such officer will account on a 
separate return for all articles listed in the various equipment manuals as 
equipment "C" and he will be referred to in the following remarks as "The 
Unit Supply Officer." When one officer serves as supply officer for all bu- 
reaus he will be designated as "Regimental, Train, etc., Unit Supply Officer," 
but when several officers serve as supply officers of the several bureaus each, 
except the Quartermaster Corps, will be designated as "Regimental, etc., Ord- 

M to c 



Administration — Lecture VIII Paae 3 



nance, Engineer, or Signal Officers" as the case may be. The supply officer 
of the Quartermaster Corps will be designated as "The Regimental, etc., Sup- 
ply Officer." Should local conditions make it desirable or necessary to have 
an accounting officer for any detachment serving separately from its parent 
organization, one may be designated for that purpose, and the articles of 
equipment "C" that pertain to such detachment will be transferred to the 
designated accountable officer of the detachment, but as soon as the condi- 
tions making this separate accountable officer cease, the account will be 
closed by transferring back to the unit supply officer of the parent organiza- 
tion the accountability for the property which has been carried separately. 

Companies or detachments will hold on memorandum receipt from the unit 
supply officer of the unit of which they form a part, articles of equipment 
"C" prescribed in the equipment manuals as pertaining to them. An accurate 
account of all equipment, including clothing, issued to the enlisted man will 
be kept by the company or detachment commander on Form No. 637 A. G. 0. 
Individual Equipment Record, except that no record will be made of a trans- 
action in which an article is turned in and replaced by a like article at the 
same time. 

When an enlisted man is transferred or detached from his company or de- 
tachment, receipts for the articles of personal equipment or other public 
property, except clothing and individual mess equipment, which he carries 
with him or for which he is indebted to the United States at the time, will be 
prepared in duplicate on Form No. 600, A. G. O., and signed by the company 
or detachment commander as receiving officer, a separate set being prepared 
for each supply department concerned. The articles entered on receipt, in- 
cluding missing articles, will correspond to the articles shown on individual 
equipment record. The name of the accountable officer and the name and 
destination of the soldier will be shown on the receipts. The duplicate re- 
ceipts will constitute the vouchei's on which the accountable officer will drop 
from his return the articles enumerated. The accountable officer will for- 
ward, immediately in the case of ordnance equipment and with the return in 
other cases, one copy of the duplicate receipt to the chief of the bureau to 
which the property pertains, keeping the other for file with the retained copy 
of his return. He will furnish the company or detachment commander with 
a memorandum receipt credit slip listing the articles di'opped and showing 
the name of the enlisted man. 

On the arrival of the enlisted man at his destination the new company or 
detachment commander will prepare and sign invoices in duplicate on Form 
No. 600, A. G. O., of the articles, except clothing and individual mess equip- 
ment, appearing on the man's individual equipment record, a separate set 
being prepared for each supply department concerned. The invoices will 
give the enlisted man's name, his company or detachment, and the station 
from which he was transferred or detached. The duplicate invoices will con- 
stitute the vouchers on which the new accountable officer will take up on his 
return the articles enumerated. The accountable officer will forward, imme- 
diately in the case of ordnance equipment and with the return in other cases, 
one copy to the chief of the bureau to which the property pertains, keeping 
the other for file with the retained copy of his return. He will furnish the 
company commander with a memorandum receipt debit slip listing the articles 
taken up and showing the name of the enlisted man. All articles missing on 
arrival will be charged against the enlisted man in the usual manner. 

When enlisted men are transferred in detachments, company or detachment 
commanders will prepare duplicate receipts on Form No. 600, A. G. O., which 
will be completed and disposed of as prescribed in the case of an individual 

M to c 



Administration — Lecture VIII Page 4 



enlisted man, but all articles, including those for which the men are individu- 
ally indebted to the United States, may be entered on a single set of forms, 
one set for each supply department concerned. The memorandum receipt 
credit slips may be similarly consolidated. Upon arrival of a detachment of 
enlisted men at their destination the new commanders of the companies or 
detachments to which the men are assigned will prepare duplicate invoices 
on Form No. 600, A.G.O., which will be completed and disposed of as pre- 
scribed in the case of an individual enlisted man. Both vouchers and memo- 
randum receipt debit slips may be consolidated as above. 

Articles of clothing and of the individual mess equipment, consisting of 
meat can, cup, knife, fork, and spoon furnished by the Ordnance Depai'tment, 
will be dropped from property returns by the accountable officers upon issue 
to enlisted men and will not be taken up again until the men are separated 
from the service (A. R. 1165), except such articles as the company or detach- 
ment commander may from time to time turn in to the accountable officer 
as surplus or unserviceable and not exchanged for other articles. 

When such articles are to be turned in the company or detachment com- 
mander will prepare invoices in duplicate, on Form No. 600, A. G. O., and 
deliver them with the article to the unit, post, camp, or other supply officer, 
who will take up the articles on his property return furnishing the company 
or detachment commander with a receipt on Form No. 448, A. G. O., stating 
that the articles have been taken up on returns. 

This receipt will show the name of the enlisted man and will be filed with 
his individual equipment record until the next succeeding visit of an inspector, 
after which it may be destroyed by the company or detachment commander. 

Courts Martial 



Instructor will read Chapters V to VIII inclusive, Manual for Courts Mar- 


tial i 


covering : 


1. 


Arrest and Confinement. 


2. 


Arrest of Deserters by Civil Authorities. 


3. 


Preparation of Charges. 


4. 


Action upon Charges. 


5. 


Organization of Courts Martial — 




(a) Members. 




(b) Judge Advocate. 




(c) Assistant Judge Advocate. 




(d) Counsel. 




(e) Reporter. 




(f ) Interpreter. 




(g) Challenges. 




(h) Oaths. 




( i) Continuances. 




(j) When completed. 



Equipping a Company 

The following shows the equipment required by a Motor Truck Company: 
Personal (Individual) Equipment 
(For each member of the company) 

M TOC 



Administration — Lecture VIII 



Page 5 



Ordnance Property 
For all enlisted men except truckmasters and mechanics : 



1 United States rifle, calibre .30 

1 Front-sight cover 

1 Oiler and thong case 

1 Thong and brush 

90 Ball cartridges, calibre .30 

1 Canteen 

1 Canteen cover 

1 Can bacon 

1 Condiment can 

1 Cartridge belt, calibre .30 

1 Cup 

1 Fork 

For truckmasters and mechanics: 

1 Automatic pistol, calibre .45, 
model 1911 

2 Magazines, pistol, extra 
21 Cartridges, ball, pistol 

1 Canteen and cover 

1 Can bacon 

1 Condiment can 

1 Cup 

1 Fork 

1 Haversack 



1 Haversack 

1 Knife 

1 Meat can 

1 Pack carrier 

1 Pouch for first-aid packet 

1 Spoon 

1 Cartridge belt, calibre .30, model 

1910 
1 Boot, rifle 
1 Mask, gas, French 
1 Mask, gas, British, respirator 
1 Helmet, trench 



1 Knife 

1 Meat can 

1 Pack carrier 

1 Pouch for first-aid packet 

1 Spoon 

1 Pistol holster, calibre .45 automatic 

1 Pistol belt, without saber ring 

1 Mask, gas, French 

1 Mask, gas, British, respirator 

1 Helmet, trench 



Medical Property 
1 First-aid Packet 

Quartermaster Property 

1 Bag, barracks 

1 Bed sack 

3 Blankets (add 1 for winter) 

Clothing (as prescribed) 
1 Goggles 
1 Overcoat 
1 Slicker 

1 Tent, shelter half mounted 
1 Leather vest for motorcycle driver 

Miscellaneous 

Lieutenant will carry: 

1 Case for maps and papers (canvas) 
1 Compass 
1 Whistle 

Truckmaster will carry: 

1 Case for maps and papers 
1 Compass 
1 Whistle 



M TO C 



Administration — Lecture VIII Page 6 

Asst. Truckmaster will carry : 

1 Map of areas 
1 Compass 
1 Whistle 

Messenger will carry: 

1 Case for papers 

Mess Truck Equipment 

2 Axles and helves 1 Corkscrew 
2 Brushes, scrubbing 1 Fryer, wire 
2 Buckets, G. I. 2 Hatchets 

1 Box, bread 1 Opener, can 

1 Board, bread 10 Soap, pounds 

1 Can G. I., 15 gal. 1 Stone, whet 

4 Cans, 5 gal. heavy metal 4 Towels 

1 Field range No. 1, complete with all accessories 

Clothing is obtained by requisition on Q. M. C. Form No. 213, Requisition 
for Clothing in Bulk. (Form to be exhibited and explained.) 

Any property provided by regulations and the Table of Fundamental Allow- 
ances in the case of companies or larger organizations can be secured from the 
supply officer who obtains it from the Quartermaster on Q. M. C. Form No. 
160 or from the Ordnance Officer without requisition. 

Articles of individual equipment are charged to the man on Form No. 637 
A. G. O. as previously covered under "Accountability" and "Responsibility." 

Ordnance property is invoiced to the supply officer on Form No. 600 A. G. 0. 
He issues the ordnance property to the companies on memorandum receipt. 

A similar procedure would be followed by the supply officer in obtaining 
and issuing signal and engineer property. 

Extract from G. O. 11 W. D. 1918: 

"Company and detachment commanders will^be held responsible by their 
superiors that their men are at all times properly clothed and supplied with all 
articles of the individual mess equipment, and that responsibilities for loss and 
damage are promptly determined." 



MTOC 



Administration — Lecture IX Page 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE IX 

Requisition for Stationery 

Requisition for Fuel and Bedding 

Surveys 

Report of Surveys 

Manual of Courts-Martial 

Requisition for Stationery — Q.M.C. Form 204 

Office stationery includes typewriting supplies, writing and blotting paper, 
pens and pen-holders, ink, mucilage, sealing wax, office tape, envelopes, and 
lead pencils. 

To each office desk the following is allowed: 

1 Inkstand. 

1 Paper folder. 

1 Ruler. 

1 Steel eraser. 

1 Piece of India rubber. 
Requisition for these items will be prepared by the company clerk on Q.M.C. 
Form No. 204 and submitted to the company commander for his signature, 
which certifies that these supplies are needed by him to equip his organization. 
It is then delivered to the sergeant-major who will have it approved by the 
next higher commander. It is then filled and the articles issued are receipted 
for in the space provided for that purpose by the company commander. 

Requisition for Blank Forms 

The company clerk should also prepare a requisition for blank forms that 
will be needed in the proper running of a company. These forms are listed 
below. The requisition should include those listed as being needed for imme- 
diate use ; the other forms will eventually be needed and should be requisi- 
tioned when the proper quantities have been ascertained. 

Forms for immediate use: 

A.G.O. 29, Service Record. 

A.G.O. 95, Descriptive list of deserters. 

A.G.O. 332, Morning Report. 

A.G.O. 339, Daily Sick Report. 

A.G.O. 342, Duty Roster. 

A.G.O. 637, Individual Equipment Record. 

MTOC 



Administration — Lecture IX Page 2 

A.G.O. 644, Pay Cards. 

Q.M.C. 176, Requisition for Corn Brooms, Scrubbing Brushes, etc. 

Q.M.C. 180, Abstract of Clothing Drawn (or issued). 

Q.M.C. 204, Requisition for Stationery. 

Q.M.C. 211a, Requisition for Fuel and Bedding. 

Q.M.C. 213, Requisition for Clothing (in bulk). 

Q.M.C. 223, Ration Return. 

Q.M.C. 452, Company Council Book. 

Ord. 386, Requisition for Ordnance and Ordnance Stores. 

Correspondence Book. 

T.D.2A, Application for Insurance. (W.R.I.) 

T.D.1B, Allotment Blank. 

All such local forms as are prescribed by local orders. 
Forms to be requisitioned before the end of the month: 

A.G.O. 3, Notification Discharge. 

A.G.O. 26, Field Return. 

A.G.O. 30, Return of Troop, Battery or Company. 

A.G.O. 34, Inventory of Effects of a Soldier. 

A.G.O. 66, Furlough. 

A.G.O. 149, Return of Casualties in Action. 

A.G.O. 196, • Report of Survey. 

A.G.O. 383, Requisition for Books and Blank Forms from A.G.O. 

A.G.O. 415, Report of Death and Disposal of Remains. 

A.G.O. 448, Memorandum Receipt. 

A.G.O. 448b, Abstract of Memorandum Receipts. 

A.G.O. 525, Honorable Discharge. 

A.G.O. 526, Discharge from U. S. Army. 

A.G.O. 527, Dishonorable Discharge. 

A.G.O. 594, Charge Sheet. 

A.G.O. 600, Combination Invoice and Receipt. 

A.G.O. 602, Statement of Charges Against Enlisted Men. 

W.D. 370, Final Statement. 

Q.M.C. 8a, Advice of Soldiers' Deposits. 

Q.M.C. 38, Soldier's Allotment. 

Q.M.C. 39, Discontinuance of Soldier's Allotment. 

Q.M.C. 41, Soldier's Deposit Book. 

Q.M.C. 207a, Certificate of Breakage, China and Glassware. 

Q.M.C. 208, Statement of Charges. 

Q.M.C. 406, Official Telegrams. 

Requisition for Fuel and Bedding. Q.M.C. Form 211a. 

When in the field, the fuel needed for cooking, heating, kitchen pits, inciner- 
ators, etc., and bedding for men of a regiment or lesser organization is requi- 
sitioned on Form No. 211a Q.M.C. Provision is made for showing the number 
of messes and days for which the fuel is required, quantity of wood (or other 
authorized fuel) required, and for what purpose, quantity and kind of bedding 
and the number of organizations and men. The requisition is prepared by the 
quartermaster of the regiment or lesser unit and submitted in duplicate to the 
camp quartermaster or the quartermaster of the base depot. The original, 
after being posted to the property account, is forwarded to the Quartermaster 
General of the Army and the duplicate filed with the retained papers of the 
issuing quartermaster. Issues in excess of the authorized allowances must 
be approved by the department commander or the commanding general in 
the field. 

M to c 



Administration — Lecture IX Page 3 

Surveys — Report of Surveys 

Public property which has been damaged, except by fair wear and tear, or 
is unsuitable for the service, before being submitted to an inspector for con- 
demnation will be surveyed by a disinterested officer, preferably the summary 
court officer. 

The surveying officer is designated by the commanding officer of the regi- 
ment, separate battalion, post or station, from the field officers of his command 
whenever practicable. Such officer may, however, be appointed by the com- 
manding officer of a department, field army, division, brigade or district. The 
surveying officer, however, need not be a field officer. 

A tabulated list showing the quantity and designation of the articles to be 
surveyed, together with a statement of the date and circumstances attending 
the loss, damage or destruction of these articles, will be made out on Form 
No. 196 A. G. O. — Report of Survey, and signed by some officer who takes oath 
before a summary court officer or any other officer authorized to administer an 
oath, that these articles of public property were lost, destroyed or damaged 
in the manner stated while in the public service. 

The responsible officer certifies over his signature that the loss, destruction, 
damage or unserviceability of the articles named was occasioned by unavoid- 
able causes and without fault or neglect on his part, and that each article listed 
with a view to elimination by destruction has been examined by him personally, 
has never been previously condemned, has become unserviceable in the manner 
stated, and is, in his opinion, worthless for further public use. 

The report of survey must be prepared in triplicate. The three copies are 
then forwarded to the commanding officer who appoints a surveying officer and 
has his adjutant indorse the three copies to the officer appointed. 

The surveying officer should examine all available testimony in the case, 
interview available witnesses, and make his report which is rendered in the 
space provided on the report of survey. He also renders his recommendations 
in the space provided, which must be in accordance with the provisions of 
Army Regulations. 

The procedure in surveys of property and in rendering reports of survey 
is covered by Army Regulations, Paragraphs 710 to 726, inclusive, and in the 
printed instructions on the Report of Survey Form 196 A. G. O., both of which 
should be carefully consulted by the officer before making the survey and 
rendering the report. 



Courts-Martial 

Instructor will read from the Manual for Courts-Martial — Chapters 9, 10 
and 11 to Page 98, inclusive, covering — 

Arraignment of the Accused. 

Pleas. 

Refusal to Plead. 

Motions. 

Attendance of Witnesses, both Military and Civilian. 

Depositions. 

Fees, Mileage and Expenses of Witnesses. 

General Provisions regarding Evidence. 

M TOC 




Administration — Lecture X Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE X 

Discharges — Honorable, Dishonorable, Plain 

Final Statements 

Monthly Reports 

Discharges 

"An enlisted man will not be discharged before the expiration of his term 
of service except — 

1. By order of the President or the Secretary of War. 

2. By sentence of a general court-martial or military commission. 

3. By direction of the Commander of a territorial department of mobil- 

ized division; on account of disability; on account of a sentence to 
imprisonment by a Civil Court, whether suspended or not; or under 
the provisions of paragraph 126 A. R. 

4. In compliance with an order of one of the United States Courts, or a 

justice or a judge thereof, on a writ of habeas corpus." (Par 139 
A. R.) 

Kinds of Discharge 
There are three different classes of discharge certificates: 

1. The Honorable Discharge (A. G. O. No. 525, printed on white paper) 

is given when the soldier's service has been honest and faithful and 
he is entitled to re-enlistment in the service. 

2. The Dishonorable Discharge (A.G.O. P^orm 527, printed on yellow 

paper) is given when the soldier is dishonorably discharged by sen- 
tence of a court-martial. 

3. The Discharge (A.G.O. Form No. 526) printed on blue paper, is given 

when the soldier is discharged under conditions which do not war- 
rant his retention in the service. 

Honorable Discharge 

An honorable discharge does not mean merely that a soldier has been brave 
in the presence of danger and death, but has a much wider scope. The honor- 
able discharge is a statement that the soldier has been during the period of his 
enlistment, a man of high character. It is a testimonial that he has distin- 
guished himself while in the service as a soldier; has always conducted himself 
both in and out of line of duty as a man and a soldier should; that he has 
been a man of integrity, loyalty, efficiency, trustworthiness, and dependability 
under any and all circumstances and at all times. 

mto c 



Administration — Lecture X Page 2 

Dishonorable Discharge 

A Dishonorable Discharge is a summary dismissal from the Army after 
due procedure by court-martial or military commission. 

Discharge 

A discharge, without honor or dishonor, is given an enlisted man when for 
any reason he becomes incapacitated by reason of past infirmity or sickness. 
A discharge involves the making out of a Surgeon's Certificate of Disability 
which certifies that the soldier is not able to perform his duties. Under the 
old regulation in force before the war, an enlisted man who was inapt or gave 
evidence of habits which served to render his retention in the service unde- 
sirable, was given a discharge, without much investigation. During the present 
emergency, however, an effort is being made to fit every soldier into some 
part of our war machine. A man is given a discharge for disability, only on 
the recommendation of a board of physicians which has carefully examined 
the case. 

The distinction that exists between honorable and dishonorable discharges 
and discharges should be borne in mind. A discharge is without honor or dis- 
honor — it is merely a discharge. 

All cases of disability or incapacity do not warrant a mere dischai-ge; for 
example, if a soldier has been wounded or contracts disease in line of duty, 
which incapacitates him for further service, after due procedure as above 
stated he would be given an honorable discharge. 

When a soldier is to be discharged the company commander causes the ap- 
propriate discharge certificate and final statement to be prepared. The dis- 
charge certificate is submitted to the regimental or other appropriate com- 
manding officer for his signature and is then returned to the company, where 
it is given to the man, together with his final statement. 

Surgeon's Certificate of Disability. (See A.R. 159-161.) 

"A Surgeon's Certificate of Disability for Discharge" is made out on Form 
No. 17, A. G. O. When a Company Commander has a soldier who is not fit 
for military service, he fills out page 1 of the form above indicated, recom- 
mending a discharge. The information given by the company commander 
covers the following: 

1. Nature of disability. 

2. When disability arose. 

3. Cause of disability. 

4. Whether disability was or was not incurred in line of duty. 

If the soldier's commander does not have personal knowledge of the infor- 
mation to be given, he should secure affidavits of those who do. A copy of 
each affidavit secured is appended to the certificate of disability. If no in- 
formation is obtainable, that fact is stated. 

Following this action by the company commander, the case is submitted 
to the commanding officer of the regiment or post who in turn calls upon a 
board of medical officers to examine the soldier. The channels through which 
the certificate goes when the examining board recommends a discharge is 
carefully covered by instructions on the form itself which reads as follows : 

"1. If the board recommends the discharge of the soldier, the post or regi- 
mental commander will forward the certificate of disability with his recom- 
mendations thereon to the department or division commander. 

mt oc 



Administration — Lecture X Page 3 

"2. The certificate, after having received the action of the department or 
division commander, will be returned to the post or regimental commander, 
who will, if the discharge is authorized, sign the soldier's discharge certificate, 
see that he is furnished with final statements in duplicate, and forward this 
certificate of disability directly to the Adjutant General of the Army. He 
will also inform the surgeon of the discharge, as provided in paragraph 160, 
Army Regulations 1913. 

"3. This certificate will not, under any circumstances, be given into the 
hands of the soldier. 

"4. In case of an insane soldier the certificate of discharge will be pre- 
pared in duplicate and will be accompanied by the reports and papers re- 
quired by paragraphs 465-470 Army Regulations, 1913." 

Final Statements 

A "Final Statement" W. D. Form 370, is the statement of an enlisted man's 
account with the Government at the time of his separation from the service 
by death, discharge, or furlough to the Reserve. 

Final statement, in duplicate, properly certified to by his immediate com- 
mander, will be given with the discharge certificate to every soldier upon his 
discharge from active service (except as otherwise prescribed by Army Regu- 
lations) or with the reservist's descriptive card upon furlough to the reserve, 
and will be presented to the quartermaster for the pay due him. The pay- 
ment made will be noted on the discharge certificate or upon the reservist's 
descriptive card except when the final statement has been transferred. 

When an enlisted man is discharged, his company commander will furnish 
him with a final statement in duplicate or a full statement in writing stating 
why such final statement was not furnished. 

Letter of notification — Notification of discharge or furlough to the reserve 
will be furnished only in case of an enlisted man who is discharged from active 
service or furloughed to the reserve at a place at which there is available no 
officer provided with funds to make payment on final statement. In these 
cases the officer who prepares the final statement will, at least one week be- 
fore the discharge or furlough takes effect, send by mail to the quartermaster 
who is to pay the account a notification of discharge or furlough, stating 
therein, in his own handwriting, the date of last payment to the soldier, and 
his credits and debits, both in words and figures, and other data essential for 
proper payment or identification. The officer will require the soldier to affix 
his signature to the notification, or if he can not write his name, such fact will 
be stated thereon. 

Blank forms for this notification will be supplied by the Adjutant General 
of the Army. The officer issuing the final statement will inform the soldier 
of the location of the quartermaster to whom he shall apply for payment. 

. Note: — Introduce Form No. 370 W. D. in class. 

The final statement shows the date and place of enlistment, whether dis- 
charged or furloughed to the reserve, retired, or died, and, if discharged, 
whether honorably or otherwise and reasons therefor. It shows date of last 
payment, amounts due the soldier for pay and accumulated interest thereon, 
if any; additional pay, if any; commutation of light, heat and quarters, if any; 
balance due soldier for clothing, if any; and for deposits and travel pay, if 
soldier is entitled to same. It also shows the amounts due the U. S. for stop- 
pages, etc., and the amounts due the Post Exchange. 

MTOC 



Administration — Lecture X Page 4 

It is absolutely not permissible to prepare final statements on a typewriter. 
Erasures, interlineation, etc., on a final statement which affect the settlement 
thereof will not be accepted by the paying quartermaster unless satisfactorily 
explained by the organization commander. 

Money amounts in all cases, except in the case of the List of Deposits, 
filled out by the organization commander and the statement on the outer last 
fold, filled in by the paying quartermaster, are written out in full, the writing 
to commence close to printed matter on left-hand side, and are also expressed 
in figures enclosed in parentheses immediately following the written words. 

Travel Allowances — Enlisted men when entitled to ti-avel allowances upon 
discharge from active service or upon furlough to the reserve are entitled to 
same from place of discharge or furlough to place of acceptance for enlist- 
ment, regardless of place at which actually enlisted. The place of actual en- 
listment, if different from the place of acceptance, will in no case be con- 
sidered in determining the travel allowances due. 

Those not entitled to travel pay are those discharged on account of fraudu- 
lent enlistment; those discharged without honor on account of desertion; those 
who conceal their minority at time of enlistment; those who accept a com- 
mission ; those tried and convicted by the civil authorities. 

Additional Pay — In the space for additional pay, notation will be made of 
pay due the soldier for certificate of merit, on account of marksmanship quali- 
fications, by reason of appointment as mess sergeant, etc. 

Pay detained pursuant to sentence of court-martial will be detained by the 
Government until the soldier is dischai-ged from active service or furloughed 
to the reserve, at which time the total amount detained, if not forfeited, will 
be noted on the final statement in the space provided therefor, and paid to him 
out of Pay of the Army for the fiscal year in which discharged or furloughed. 

When an enlisted man, who is discharged, is entitled to commutation of 
light, heat and quarters, he will prepare W. D. Form 369 for these allow- 
ances. This voucher will be filed as a sub-voucher to the final statement. 

The final statement of an enlisted man who is entitled to commutation of 
quarters, heat, and light will show in the space provided therefor the inclusive 
dates for which such allowances are due. 

Notation of stoppages — Under the heading, "Due United States" will be 
noted all authorized stoppages for loss or damage to Government property 
or supplies, the stoppages being made under the proper headings, e. g., 
"Clothing," "C&GE," "RS," "Transportation," "Ordnance," etc., the names 
of the articles damaged, lost, or destroyed not being stated; amounts due on 
account of allotments, post exchange, post laundi'y, tailor, company fund, or 
transportation; and stoppages under sentence of court-martial, showing nature 
and date of court-martial or date of order approving sentence, and the for- 
feiture as expressed in the sentence, e. g., "To forfeit two-thirds of his pay 
per mo. for 2 mos. SC Oct. 5-18." If any part of the forfeiture has been de- 
ducted, the amount and pay roll on which deducted will be stated. 

Notation will be made of all allotments and War Risk Insurance premiums 
with the amounts due on same, such amounts being figured to and including 
the date of discharge, except that when the discharge takes place on any but 
the last day of a month, no entry or deduction will be made of insurance pre- 
mium for that month. 

When such are the facts, the following entry should be made under "Re- 
marks" : 

M to c 



Administration — Lecture X Page 5 

"Service honest and faithful. No AWOL, nor absence under G. 0. 31 
W. D. 1912, or G. 0. 45 W. D.1914. Entitled to traved pay." 

Transfer of Final Statement — A transfer of the amount due a soldier on a 
final statement will be recognized only when made after discharge from active 
service or after being furloughed to the reserve. The transfer must be in- 
dorsed in writing on the final statement, signed by the soldier, and witnessed 
by a commissioned officer or some other reputable person known to the 
quartermaster. 

Final Statement of Deceased Soldier — In the case of deceased soldiers, only 
one copy of the final statement and duplicate inventories of effects will be 
prepared and forwarded as soon as practicable to the Adjutant General of the 
Army. Nothing will be entered on the final statement regarding the cause 
of death or whether same occurred in line of duty or not, or whether same 
was due to the soldier's own misconduct. A separate statement containing 
this information will be prepared and forwarded with the final statement. 

Responsibility of Certifying Officer — Officers signing and certifying to the 
correctness of final statements will be held responsible for their accurate 
preparation and also for disi'egard of plain instructions as made known 
through Army Regulations, orders, and notes on the blank forms. Officers 
responsible for overpayment on erroneous final statements will be required 
to refund the amounts overpaid if it is found impracticable to make collection 
from the party overpaid. 

Officers signing final statements will be careful to see that in the space for 
"Remarks" notations relative to the cause for discharge determine whether 
or not the soldier is entitled to travel pay. 



M T OC 



Administration — Lecture XI I'age 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE XI 

Monthly Returns 

Personnel Report 

Commutation of Rations and Lodging for Drivers M.T.C. 

Daily Receipts and Issues of Gasoline, Etc. 

Manual Courts-Martial (Evidence) 

Monthly Returns 

Form M.T.C. 143 is a report of the condition of the organization at midnight 
on the last day of the month. It is sent on the first day of each month by 
every commanding officer of a unit, company or detachment direct to the Chief 
of the Motor Transport. It is made in duplicate and one copy is kept for file. 

Form A. G. O. 30 is a similar report that is filled out on the first day of each 
month by every officer commanding a company or detachment, who will send a 
copy of this return to regimental headquarters, and every officer commanding 
a company or detachment not forming a part of a train will send a copy to 
the Adjutant General of the Army. The return will be made out in duplicate 
and one copy retained. The retained copy will, if necessary, be loaned to post 
headquarters for the preparation of the post return. The making of carbon 
copies is authorized, but they must be clear and distinct, and the original must 
be the one forwarded. 

Personnel Report 

M. T. C. Form 130. This report is used only in case of enlisted men in 
M. T. C. It is to be made out in duplicate, the original to be forwarded to the 
Chief of Motor Transport. 

Commutation of Rations and Lodging for Drivers 

Form M. T. C. 120a is to be used as a voucher for the payment of commuta- 
tion of rations and lodging for soldiers traveling under special orders, specific- 
ally directing the soldier's travel either with or without officers. Upon comple- 
tion of the trip it will be certified to by an officer, in accordance with the 
printed directions on the inside of the cover. The original and one carbon 
copy are to be given to the soldier for presentation to the disbursing: officer in 
order that the soldier may be paid the commutation due him. The third copy 
is forwarded to the commanding officer of the organization to which the soldier 
is assigned for rations. 

M TO C 



Administration — Lecture XI Page 2 

Form M. T. C. 120b is used for commutation of rations and lodging for a 
soldier traveling as driver for an officer, in case the travel performed by the 
soldier is not specifically covered by the order directing the travel of the officer 
or vehicle. This form is to be filled out and certified to as per directions 
printed inside the cover. The disposition of the copies is the same as in 
Form 120a. 

Daily Receipts and Issues of Gasoline, Lubricants, etc. 

M. T. C. Form 117. On this form is kept a daily record of gasoline and sup- 
plies received and issued by a company. It is to be kept by the supply sergeant 
and turned in to the organization office at the end of each day, and the informa- 
tion contained therein is embodied in the weekly report made by the command- 
ing officer to the Chief of Motor Transport, which latter report is made on 
Form M. T. C. 118. 

Manual Courts-Martial (Evidence) 

Instructor will read from Manual of Courts-Martial from Page 99 to page 
138, inclusive, covering — 

Circumstantial Evidence. 

Testimonial Evidence. 

Documents. 

Examination of Witnesses. 

Depositions and Former Testimony. 

Presumptions. 

Judicial Notice. 

Note to instructor: 

The subject covered above is of extreme importance and the utmost care 
should be taken to see that it is thoroughly understood. 



MTOC 



Administration — Lecture XII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE XII 

Stolen Property 

Driver's Accident Report 

Investigating Officer's Report on Accident 

Casualty Returns* 

Memorandum Receipts 

Manual of Courts-Martial — Chapters XII to XV 

Stolen Property Report 

M.T.C. Form 111. A report will be made out in the case of any article of 
M. T. C. property which has been stolen. Four copies will be made, the dis- 
position being as follows: Original and second copy forwarded to Headquar- 
ters, Motor Transport Corps; the third copy to be turned over immediately to 
the Assistant Provost Marshal of the territory in which the property was 
stolen ; the fourth copy to be retained as a record for the company. This rec- 
ord must.be filled out and mailed promptly. 

A. R. Pars. 689-692 give further information regarding stolen property. 

Driver's Accident Report 

Form M. T. C. 124 is filled out by the driver immediately after any accident 
which results in injury of persons or property. It is then delivered to the com- 
manding officer of his organization, who will certify on the form the day and 
hour of receiving report. The form must be supplied to each driver so that 
he may be in a position to make the report in proper form in case of injury, 
however slight, caused by his vehicle to persons, animals or property. This 
form serves as the driver's written report of the accident. 

Investigating Officer's Report on Accident 

Form M. T. C. 125. The commanding officer of a motor transport company 
will immediately, upon receipt of a report of accident or collision of a vehicle 
in his organization, proceed to the place of accident, make report of it on 
M. T. C. Form 125. The report calls for a complete description of all details 
of the accident, space being provided for the statements of witnesses if prac- 
ticable. Upon completion of his investigation two copies of the report will be 
forwarded to immediate headquarters and thence to the officer exercising gen- 
eral courts-martial jurisdiction over the driver. The form is self-explanatory. 

M T o c 



Administration — Lecture XIII Page 2 

particular Section; by the several officers in charge of the motor transporta- 
tion at General Headquarters, A.E.F.; Headquarters S.O.S.; Paris, and of the 
motor transportation at the various Headquarters, Depots Schools, Garages 
and other establishments in the S.O.S. in all cases where the number of vehicles 
is sufficient to require a record of this sort to be kept in order to be able to 
furnish readily a list of said vehicles by types, as indicated in descriptive bulle- 
tins issued by Director Motor Transport Corps. The question of the necessity 
for keeping such files at any particular establishment should be referred to the 
M.T.O., of the section in which the establishment is located for determination. 

These cards will be completed in duplicate by all officers charged with the 
initial registration of motor vehicles. One copy of completed card will be re- 
tained by the officer making the registration (in connection with his records), 
the other copy, if A.E.F., will be forwarded to the Director Motor Transport 
Corps, A. P.O. 717, France; if domestic, Washington, D. C. In this office these 
cards will be divided according to types (as 1, 2, 3, etc.), and filed in numerical 
order according to the U. S. Registration numbers; and at the head of each 
type file will be kept a current summary of the total contents of that file. 
In audition there is, in this office only, a system of filing by Motor and manu- 
facturers' serial number, but this system will not be used in any other office. 
In other offices, where a file of registration cards is required to be kept, the 
system to be followed will be the same as that used in the office of the D.M.T.C. 
(with the exception given above). In the case of these other offices, however, 
the registration card is to be made out by the office concerned from data ob- 
tained from M.T.C. Form No. 101 and from data obtained from reports which 
may be called as required. Where additional data is required concerning any 
vehicle, this may be obtained by addressing a communication, if A.E.F., to 
the Director Motor Transport Corps, A.P.O. 717, France; if domestic, Wash- 
ington, D. C, requesting the desired information. Such requests should con- 
tain as complete description as possible of the vehicle (as for example, Auto- 
mobile, Dodge, Motor No., Chassis No., etc.). 

M.T.C. Form No. 139a is in white, M.T.C. Form No. 139b, yellow, and M.T.C. 
Form No. 139c, pink. Space is provided to show the U. S. number, model, 
capacity, make, etc., also make of tires and how mounted. 

Registration Card for Crated Vehicles 
M.T.C. Form No. 122 

This is a pink card and is used in shipping crated vehicles when it is im- 
practicable to stencil the U. S. number on the vehicle. The officer who registers 
the vehicle will enter the U. S. number on the card. Card will then be attached 
to vehicle, inside the crate, in a place where it will not be defaced. 

The officer who receives the vehicle will stencil the U. S. number on vehicle, 
according to instructions on reverse side, enter motor number and name of 
organization receiving the vehicle, then mail card, if A.E.F., to the Director 
Motor Transport Corps, Hq. S.O.S., A.P.O. No. 717, France; and if domestic, 
to Washington, D. C. Use white paint for stenciling number on vehicle. 



M T oc 



Administration — Typical Quiz Questions Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

Typical Quiz Questions 

Typical quiz and examination questions on the preceding lectures of the 
course. 

1. What period does the ration return cover? 

2. What purpose does it serve? 

3. a. Distinguish between the general and mess fund, 
b. For what purpose may each be used? 

4. What is the Company Council Book? 

5. Name the kinds of military jurisdictions. 

6. Name the kinds of courts-martial and give the number of men required 

to sit upon each. 

7. Give the jurisdiction of a general court-martial. 

8. Give the limits or punishment of a summary court-martial. 

9. Distinguish between accountability and responsibility. 

10. What is Equipment C? 

11. Distinguish between arrest and confinement. 

12. Give the duties of the judge advocate in a court-martial. 

13. What is individual equipment record Form A.G.O. 637? 

14. What items does requisition for fuel and bedding Q.M.C. 211-A cover? 

15. Tell all you know about report of survey. 

16. What is a plea abatement? 

17. How is the attendance of a witness in a court-martial secured? 

18. Name the kinds of discharges. 

19. Give the data contained in the final statement W. D. Form 37. 

20. Describe Form MTC-143 monthly return. 

21. Distinguish between circumstantial and testimonial evidence. 

22. What is a judicial presumption? 

23. Describe Form MTC 101. 

24. What is the War Department policy regarding punishment? 

25. Describe the Motor Transport Order Form MTC-116. 



VI t o c 



Administration— Lecture XIII Page 2 

particular Section; by the several officers in charge of the motor transporta- 
tion at General Headquarters, A.E.F.; Headquarters S.O.S.; Paris, and of the 
motor transportation at the various Headquarters, Depots Schools, Garages 
and other establishments in the S.O.S. in all cases where the number of vehicles 
is sufficient to require a record of this sort to be kept in order to be able to 
furnish readily a list of said vehicles by types, as indicated in descriptive bulle- 
tins issued by Director Motor Transport Corps. The question of the necessity 
for keeping such files at any particular establishment should be referred to the 
M.T.O., of the section in which the establishment is located for determination. 

These cards will be completed in duplicate by all officers charged with the 
initial registration of motor vehicles. One copy of completed card will be re- 
tained by the officer making the registration (in connection with his records), 
the other copy, if A.E.F., will be forwarded to the Director Motor Transport 
Corps, A. P.O. 717, France; if domestic, Washington, D. C. In this office these 
cards will be divided according to types (as 1, 2, 3, etc.), and filed in numerical 
01 ler according to the U. S. Registration numbers; and at the head of each 
type file will be kept a current summary of the total contents of that file. 
In addition there is, in this office only, a system of filing by Motor and manu- 
facturers' serial number, but this system will not be used in any other office. 
In other offices, where a file of registration cards is required to be kept, the 
system to be followed will be the same as that used in the office of the D.M.T.C. 
(with the exception given above). In the case of these other offices, however, 
the registration card is to be made out by the office concerned from data ob- 
tained from M.T.C. Form No. 101 and from data obtained from reports which 
may be called as required. Where additional data is required concerning any 
vehicle, this may be obtained by addressing a communication, if A.E.F., to 
the Director Motor Transport Corps, A. P.O. 717, France; if domestic, Wash- 
ington, D. C, requesting the desired information. Such requests should con- 
tain as complete description as possible of the vehicle (as for example, Auto- 
mobile, Dodge, Motor No., Chassis No., etc.). 

M.T.C. Form No. 139a is in white, M.T.C. Form No. 139b, yellow, and M.T.C. 
Form No. 139c, pink. Space is provided to show the U. S. number, model, 
capacity, make, etc., also make of tires and how mounted. 

Registration Card for Crated Vehicles 
M.T.C. Form No. 122 

This is a pink card and is used in shipping crated vehicles when it is im- 
practicable to stencil the U. S. number on the vehicle. The officer who registers 
the vehicle will enter the U. S. number on the card. Card will then be attached 
to vehicle, inside the crate, in a place where it will not be defaced. 

The officer who receives the vehicle will stencil the U. S. number on vehicle, 
according to instructions on reverse side, enter motor number and name of 
organization receiving the vehicle, then mail card, if A.E.F., to the Director 
Motor Transport Corps, Hq. S.O.S. , A.P.O. No. 717, France; and if domestic, 
to Washington, D. C. Use white paint for stenciling number on vehicle. 



MTOC 



Administration— Typical Qui.: Question* 1'ny 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 

administration- 
typical Quiz Questions 

Typical quiz and examination questions on the preceding lectures of the 
course. 

1. What period does the ration return cover? 

2. What purpose does it serve? 

3. a. Distinguish between the general and mess fund. 
b. For what purpose may each be used? 

4. What is the Company Council Book? 

5. Name the kinds of military jurisdictions. 

6. Name the kinds of courts-martial and give the number of men required 

to sit upon each. 

7. Give the jurisdiction of a general court-martial. 

8. Give the limits or punishment of a summary court-martial. 

9. Distinguish between accountability and responsibility. 

10. What is Equipment C? 

11. Distinguish between arrest and confinement. 

12. Give the duties of the judge advocate in a court-martial. 

13. What is individual equipment record Form A.G.O. 6.' ? >7? 

14. What items does requisition for fuel and bedding Q.M.C. 211-A cover? 

15. Tell all you know about report of survey. 

16. What is a plea abatement? 

17. How is the attendance of a witness in a court-martial secured? 

18. Name the kinds of discharges. 

19. Give the data contained in the final statement \V. I>. Form 87. 

20. Describe Form MTC-143 monthly return. 

21. Distinguish between circumstantial and testimonial evidence. 

22. What is a judicial presumption? 
B3. Describe Form MTC 101. 

24. What is the War Department policy regarding punishment? 

25. Describe the Motor Transport Order Form MTC-1 16. 



VI T oc 



Administration — Lecture XIV Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE XIV 

Weekly Report 
Forms & Books Used in M.T.C. Company 
Manual of Courts-Martial, Chap. XVIII 

Weekly Report 
M.T.C. Form No. 118 

Information to be entered on this report is of extreme importance to the 
M.T.C. and includes the unit or U. S. number; the make, type, cargo capacity 
in tons; condition, consumption gasoline and oil and mileage of all motor 
vehicles of the organizations. 

Detailed explicit instructions are printed on each form. The report is made 
out in duplicate by the company commander, who retains one copy and sends 
the other to his immediate superior. 

The instructor should spend a full hour at least upon this form. It is one 
of the most important forms of the M. T. C. and every officer must thoroughly 
understand it. An exercise in filling it out should be given. 

Forms and Books Used in an M.T.C. Company 

Q. M. Forms Allowance for 

Form No. Designation 3 Months 

Pay-Card 
370 Final Statement 12 

Individual Clothing Slips 200 
Ration Return 1 book 

Council Book 1 book 

Requisition 50 

Requisition 50 

Delinquency Record 100 
Soldier's Deposit Book 12 

Requisition for Clothing (In Bulk) 12 

A. G. O. Forms Allowance for 

Designation 3 Months 

A. CO. 30 Return of Troops, Company or De- 

tachment 12 

A.G.O. 594 Records of Courts-Martial 48 

\I T O C 



W.D., i 


Q.M.C. 


Q.M.C. 


165 


Q.M.C. 


223 


Q.M.C. 


452 


Q.M.C. 


160 


Q.M.C 


160a 


Q.M.C. 


509 


Q.M.C. 


41 


Q.M.C. 


213 



Adi>> ■ XTV 



M.T.C. 


118 


M.T.C. 


117 


M.T.C. 


116 


M.T.C. 


120a 


M.T.C 


120b 


M.T.< . 


124 


M.T.C. 


12:. 


M.T.C. 


14:! 


M.T.C. 


130 


M.T.C. 


101 


M.T.C. 


111 



A.G.O. 332 Morning Report 

A.G.O. 339 Daily Sick Report 

A..G.O. 342 Duty Roster 

A.G.O. 149 sdaef 4 Report of Casualties ami 1 44 

A.G.O. 169 Report of Survey 

A.G.O. 29 Service Record l 

A.G.O. 525 Honorable Discharge 12 

Correspondence Book 1 

A..G.O. Individual Equipment Record 200 

M. T. C. Forms Ailowanct 

Designation .: Months 

Weekly Report 60 

Daily Receipts and Issues of Ga~ 

line, Lubricants, etc 100 
Motor Transport Order 144 
Commutation of Rations and Lodg- 
ings for Drivers 6 bocks 
Driver's Accident Report 24 
Investigating Officer's Report on Ac- 
cidents 2 1 
Monthly Return 

Personnel Report for Enlisted Men 12 

Memorandum Receipts 24 

Stolen Property Report 1 2 

Books and References 

It is suggested that Motor Transport Corps officers procure the following 
books, and constantly refer to them in the held. Some of them may be had on 
application to the A.G.O. while others will have to be purchased. 

1. Army Regulations. 

2. M.T.C. Manual. 

3. M.T.C. Field Service Regulations. 

4. Infantry Drill Regulations. 
"). Manual for Q.M. Corps. 

6. Manual for Courts-Martial. 

7. Manual for Army Cooks. 

8. Manual for Physical Training. 

9. A Standard Hand-Book of Motor Vehicles. 

10. French-English Dictionary. 

11. Catalogues, Manufacturers' Instruction Books for Cai ted by the 

Company. 

12. Maps of the Territory Served by the Company. 

13. Copies of all General Orders. Bulletins, or Circulars Issued by the Vari- 
ous Headquarters the Company is Serving. 

14. Good Loose-Leaf Memorandum Book. 

Manual for Coubts-Martiai 

chap. Will 

The instructor will read from the Manual for Courts Martial covering 
Courts of Inquiry, action by appointing or superior authority. »n the 

proceedings, action after promulgation of sentence, showing therein: 

M TOC 



Administration — Lecture XIV p a(Je 3 

Jurisdiction. 

Composition. 

Powers. 

Procedure. 

Records. 

Habeas Corpus. 

Purpose of the writ. 

Where restraint is by the U. S. 

Return to writ issued by State Court. 

Writ issued in the Philippine Islands. 

Miscellaneous provisions. 

Transitory provisions. 



M TOC 



mdministration — Lecture AT Paai 1 



MOTOR TRANSPORT CORPS 
EXECUTIVE DIVISION— TRAINING BRANCB 

Motor Truck Officers' Course 
ADMINISTRATION 

LECTURE XV 

Customs of the Service 

Military Courtesies 

Discipline 

Manual for Courts-Martial — Chap. XVII 

Problem in Drawing Charges 

"Customs of the Service" are sometimes called common law of the Army. 
Signifies generally a right or law not written, but established by long usage. 
To render a custom valid it is said the following qualities are requisite : 1 . 
habitual or long-established practice; 2, continuance without interruption; 3, 
without dispute; 4, it must be reasonable; 5, certain; 6, compulsory; 7, cus- 
toms must be consistent with each other. It may be said that the common law 
of the Army derives its force from the tacit consent of those in the service. 
General Kautz states that officers of the Army have certain duties to perform 
that are governed by certain laws, rules and regulations, whichare interpreted 
and executed in a certain way, called "Customs of the Service." A knowledge 
of these rules of the service, and their application, constitutes the military 
profession, and is the true art of war. To this extent it is an exact science, 
and may be acquired by application and experience. 

General. The military establishment of the United States is governed in its 
administration and intercourse within and without the service by rules de- 
rived from three sources, viz: First, the statutes enacted by Congress, which 
permit of no deviation. Second, the Army Regulations, which have the force 
of law; they are promulgated by the Secretary of War and may be amended. 
| suspended or abrogated by the same power, and in cases of emergency may be 
neglected by independent commanders subject to subsequent approval. Third. 
by the subtle though no less forceful and binding code included in "Customs 
of the Service" — a code which governs in cases where law and regulations are 
silent and which can only be modified by drastic action or through the slow 
process of a change of sentiment. So powerful is "custom" that it receives 
legal recognition in the 19th Article of War.* 

The statute laws and the regulations are published and are so available that 
a knowledge of them may be acquired by any student. With the "Customs of 
the Service" it is different. To acquire a knowledge of them requires long 
association with the military establishment and usually involves many embax 
rassments and chagrins. For instance, how natural it would be for an Inexpe 



•The oath administered to members of a court-martiaL 
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Administration — Lecture XV Page 2 



rienced officer to avail himself of the shelter of an umbrella, but how mortify- 
ing to receive the jibes of his comrades and the reprimand of his commanding 
officer— yet against the use of the umbrella by soldiers in uniform there is 
nothing but "custom." 

Likewise, if a commanding officer should say to one of his officers, "I desire 
that you do so and so," or "I wish that you do so and so," and should the officer 
fail or refuse to do "so and so," he would be found by a court-martial as guilty 
of a breach of discipline as if the commanding officer had said, "I hereby order 
that you do so and so." 

Well might an imposter succeed in passing for a member of the Army if 
only law and regulations were to be considered. But at every turn he would 
reveal to the experienced ones his fraud through the constant transgression 
of Lhose subtle laws described by the comprehensive though hazy term, "Cus- 
toms of the Service" — a code of laws so unconsciously learned and practiced 
that their existence is scarcely observed and of such remote antiquity that their 
origin is frequently lost in the misty dawn of war's beginning. 

Customs of the service are of two kinds, official and social, and sometimes 
it is not easy to differentiate between the two. 

The following compilation of customs of the service, gathered from various 
sources, is the result of a sincere and faithful effort to cover the ground in a 
complete and accurate manner: 

Calling aboard ship. Sailors approach and board vessels of war by the port 
(left) side and gangway; officers of the Army and Militia approach and board 
vessels of war by the starboard (right) side and gangway. Upon boarding a 
ship one is received by the Officer of the Deck, or some one else. Ask the 
officer who receives you for the person you wish to see and your card will be 
sent or you will be shown down. 

If your call is made as a welcome to the port, either from your post, your 
mess or personally, it would be polite and proper to call on the captain as well 
as on the officers' mess. However, if your call is a personal one on a friend, 
then you are not expected to call on the captain or anyone else. 

Titles. 1. When not on duty a lieutenant is addressed as "Mister," but when 
on duty, especially with troops, the title "Lieutenant" is ttsually used. En- 
listed men always address lieutenants as "Lieutenant." Some officers follow 
the custom of using the military title when introducing lieutenants. Thus, 
for example, "I should like to present to you Lieutenant Smith, of the Army," 
thereby fixing the official identity and status of the officer. However, after 
the introduction the title "Mister" would be used. 

2. When off duty older officers sometimes address juniors as "Smith," 
"Jones," etc., but this does not give the junior the privilege of addressing his 
senior in any other way than by his proper title. In this connection it may be 
added a certain amount of familiarity is necessary between seniors and juniors 
in social intercourse, but young officers should be exceedingly careful not to 
be "fresh" with their superiors just because the latter, in order to make post 
life harmonious and agreeable, adapt themselves to amusements engaged in 
by the foi'mer, or address them by their surnames. 

3. Officers with the grade of captain and above are addi'essed as "Captain," 
"Major," etc., although one sometimes hears the wives of such officers who 
married them when they were lieutenants refer to them, especially in conver- 
sation with friends, as "Mister Jones," etc. 

4. In conversations and in non-official correspondence, brigadier generals, 
major generals, and lieutenant generals are referred to and addressed as 



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Administration — Lecture XV Paae 3 

"General." Lieutenant colonels, under the same conditions, are referred to 
and addressed as "Colonel." 

5. Whenever there is a difference in title, except in the case of officers that 
are intimate and of about the same age or length of service, the junior ad- 
dresses the senior by his title. Thus lieutenants address captains as "Cap- 
tain"; captains address majors as "Major," etc. Some captains, irrespective 
of intimacy or former associations, always address majors as "Major," taking 
the ground that propriety demands this, because of the decided line of demarca- 
tion between the grade of major (field officer) and that of captain. 

Officers of the same grade, except where there is considerable difference in 
age or in date of commission, generally address one another by their surnames. 

6. Chaplains are addressed as "Chaplain." Chaplains of the Roman Cath- 
olic faith are sometimes addressed as "Father." 

7. In speaking to the professors of the U. S. Military Academy, they are 
always addressed, except by the cadets, as "Colonel." The cadets address the 
professors as "Professor." In written communications they are addressed, 
for instance, as "Colonel John A. Smith, U. S. A." 

'&. Officers dismissed from the service are addressed as "Mister," and never 
by their former titles. 

The general rule that when a man has once been entitled to a military title 
, he never loses it does not apply in the case of officers dismissed from the serv- 
ice. Such men are cut out of the service in every respect — title and all. To 
address a dismissed officer by his former military title serves only to remind 
him of his disgrace. 

(Note. — When an officer is dismissed from the service for cowardice or 
fraud, it is scandalous for an officer to associate with him. — 44th Article of 
War.) 

Officers of the Medical Corps of the grade of captain and above are ad- 
j dressed socially by their military title ("Captain," "Major," "Colonel"), al- 
though some officers follow the practice of addressing captain surgeons as 
"Doctor." 

Lieutenants of the Medical Corps are addressed as "Doctor." 
In addressing surgeons dressed in civilian clothes, and whose branch of the 
■ service is, therefore, not recognizable by insignia, some officers use this form 
'of introduction: "I would like to present to you Major Jones, of the Medical 
i Corps." 

Noncommissioned officers are addressed as "Sergeant" and "Corporal," 
•while privates, cooks, artificers, buglers, etc., are addressed at "Smith, "Jones," 
: etc. 

Lance corporals are addressed as "Corporals." Sergeants major, quarter- 
; master sergeants, commissary sergeants, ordnance sergeants and color ser- 
geants are addressed as "Sergeant." 

In speaking of an enlisted man to an officer, a soldier uses the proper title. 
Thus, "Sergeant Smith," "Corporal Jones," Private Wilson." 

The word "soldier," in conversation and in writing, is generally used in 
contradistinction to the term "officer." Soldiers are usually spoken of as 
"enlisted men." 

Umbrellas. It is considered unmilitary for an officer or a soldier in uniform 

to use an umbrella. Several years ago the colonel and some of the officers of a 

'icertain infantry regiment used umbrellas while in uniform. The regiment was 

■soon jocularly dubbed throughout the service "The — th Umbrellas," and even 

to this day it is sometimes referred to in this manner. 

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Administration— Lecture XV Paae 4 



Folding the Flag.— When the flag is lowered at the sounding of the last 
note of retreat every day, great care should be taken that it shall* not touch 
the ground. 

A junior walks, rides or drives on the left of a senior and in the first case 
always keeps step with him. 

"I desire," "I wish," and similar expressions, when used by the commanding 
officer, or "The commanding officer desires," etc., when used by the adjutant, 
are tantamount to orders. 

In delivering verbal messages from a senior to a junior, soldiers use the 
form "Captain Jones presents his compliments to Lieutenant Smith, and says," 
etc. A junior officer should never "present his compliments" to a senior. 

It is customary for troops to be paid under side arms. 

Medals and other Insignia are worn on the left breast because it was the 
shield side of the Crusaders, and furthermore, because it was near the loyal 
heart that the knight placed his badge of honor and fealty to his king. 

Military Courtesies 

Importance. The importance of the subject of military courtesy, especially 
for the officer just beginning his career, cannot be emphasized too strongly. 

The Army Regulations tell us, "Courtesy among military men is indispens- 
able to discipline." 

Military Courtesy Not Confined to Official Occasions. — To quote from the 
Army Regulations, "Respect to superiors will not be confined to obedience on 
duty, but will be extended on all occasions." In his suggestions to officers, Cap- 
tain Sargent says: "Officers take precedence according to rank as laid down 
in the Regulations, and this precedence extends to your social life, to the mess, 
and to the club. When a senior enters the club, it is just as much an act of 
official courtesy as it is a social one to offer him a chair and a paper, to defer 
in a manly way to his rank. 

"For the same reason, if you are out drilling your company, never pass 
across the front of a company commanded by a senior so as to cause him to 
halt or mark time until you are out of the way. You might be a little in 
advance of him, and so have what is commonly termed the right of way, but 
it would be a courteous thing to do if you took a little longer route and avoid 
delaying him. 

"It is not meant that there should be a servility or fawning toward a superior 
officer, — such a course is detestable; but that there should be deference, which 
in official intercourse should be marked." 

The Nature and Origin of the Military Salute. From time immemorial 
subordinates have always uncovered before superiors, and equals have always 
acknowledged each other's presence by some courtesy, — this seems to be one of 
the natural, nobler instincts of man. It was not so many years ago when a 
sentinel saluted not only with his gun, but by taking off his hat also. However, 
when complicated headgear like the bearskin and the helmet came into use, 
they could not be readily removed and the act of removing the hat was finally j 
conventionalized into the present salute, — into the movement of the hand to I 
the visor as if the hat were going to be removed. 

Every once in a while a man is found who has the mistaken idea that he | 
smothers he American spirit of freedom, that he sacrifices his independence, by 

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Administration — Lecture XV Page 5 

saluting his officers. Of course, no one but an anarchist or a man with a 
small, shrivelled-up mind can have such ideas. 

Manly deference to superiors, which in military life is merely recognition 
of constituted authority, does not imply admission of inferiority any more than 
respect for law implies cowardice. 

The recruit should at once rid himself of the idea that saluting and other 
forms of military courtesy are un-American. The salute is the soldier's claim 
from the very highest in the land to instant recognition as a soldier. The raw 
recruit, by his simple act of saluting, commands like honor from the ranking 
general of the Army. 

While the personal element naturally enters into the salute to a certain ex- 
tent, when a soldier salutes an officer he is really saluting the office rather than 
the officer personally, — the salute is rendered as a mark of respect to the rank, 
the position that the officer holds, to the authority with which he is vested. 
' A man with the true soldiery instinct never misses an opportunity to salute 
his officers. 

As a matter of fact, military courtesy is just simply an application of com- 
mon, every-day courtesy and common sense. No man with the instincts of a 
gentleman ever thinks about taking advantage of this thing and that thing in 
order to avoid paying to his fellow man the ordinary, conventional courtesies 

! of life, and if there is any doubt about the matter, he takes no chances, but 
extends the courtesy. And this is just exactly what the man who has the 
instincts of a real soldier does in the case of military courtesy. The thought 
of "Should I salute or should I not salute" never enters the mind of a soldier 

3 just because he happens to be in a wagon or motor-car. 

i In all armies of the world, all officers and soldiers are required to salute 
each other whenever they meet or pass, the subordinate saluting first. The 
salute on the part of the subordinate is not intended in any way as an act of 
- degradation or a mark of inferiority, but is simply a military courtesy that 
l is as binding on the officer as it is on the private, and just as the enlisted man 
: is required to salute the officer first, so is the officer required to salute his supe- 
riors first. It is a bond uniting all in a common profession, marking the fact 
that above them there is an authority that both recognize and obey, — the 
' country. Indeed, by customs and regulations, it is as obligatory for the rank- 
ing general of the Army to return the salute of the recruit as it is for the 
fatter to give it. 

s Let it be remembered that the military salute .is a form of greeting that 
belongs exclusively to the government, — to the soldier, the sailor, the marine, — 
it is the mark and prerogative of the military man and he should be proud of 
,' having the privilege of using that form of salutation, — a form of salutation 
that marks him as a member of the Profession of Arms, — the profession of 
Napoleon, Wellington, Grant, Lee, Sherman, Jackson and scores of others of 
the greatest and most famous men the world has ever known. The military 
salute is ours, it is ours only. Moreover, it belongs only to the soldier who is in 
■good standing, the prisoner under guard, for instance, not being allowed to 
salute. Ours is a grand fraternity of men-at-arms, banded together for na- 
tional defense, for the maintenance of law and order, — we are bound together 
'by the love and respect we bear the flag, — we are pledged to loyalty, to one 
God, one country, — our lives are dedicated to the defense of our country's 
flag, — the officer and the private belong to a brotherhood whose regalia is the 
uniform of the American soldier, and they are known to one another and to 
all men, by an honored sign and symbol of knighthood that has come down to 
us from the ages — The Military Salute! 

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Administration — Lecture XV Page 



Whom to Salute 

General Rule. Day or night, covered or uncovered, whether either or both 
are in uniform, a subordinate (whether officer or enlisted man) not in military 
formation, nor at drill, work, games, or mess, salute all superiors whom they j 
meet, pass near, address, or who address them. 

Salutes by Detachment and Other Commanders, (a) When one person is iv\ 
command of a unit and another is not Commanders of detachments or other 
commands salute officers of grades higher than themselves, first bringing the 
unit to attention. However, if the person not commanding the unit i 
junior or equal grade to the unit commander, then the unit need not be brought 
to attention, (b) When both persons are in command of units. If two de- 
tachments or other commands meet, their commanders exchange salutes, both 
commands being at attention. 

Navy and Marine Corps. Soldiers at all times and in all situations salute 
officers of the Navy and Marine Corps (when in uniform) the same as they 
salute officers of the Regular Army. 

Foreign Naval and Military Officers. The Manual of Interior Guard Duty 
requires sentinels to salute foreign naval and military officers, but there are no 
instructions about other enlisted men saluting them. However, as an act of 
international courtesy, they should be saluted the same as our own officers. 

When and How to Salute 

Saluting .Distance. Saluting distance is that within which recognition is 
easy. In general, it does not exceed 30 paces. 

As to the distance at which the salute should be made, the following is what 
has been the practice in the Army: 

In approaching or passing each other within saluting distance, individuals 
or bodies of troops exchange salutes when at a distance of about six paces. 
If they do not approach each other that closely, the salute is exchanged at 
the point of nearest approach. For instance, if the officer and soldier are ap- 
proaching each other on the same sidewalk, the hand is brought up to the 
head-dress when about six paces from the officer. If they are on opposite 
sides of the street, the hand is brought up when about ten paces in advance 
of the officer. If the officer and soldier are not going in opposite directions 
and the officer does not approach within six paces, the salute is rendered when 
the officer reaches the nearest point to the soldier. If a soldier passes an 
officer from the rear, the hand is raised as he reaches the officer; if an officer 
passes a soldier from the rear, the soldier salutes just as the officer is about 
to pass him. 

TT7;e?; Making or Receiving Reports. When making or receiving official re- 
ports all officers salute. Military courtesy requires the junior to salute first, 
but when the salute is introductory to a report made at a military ceremony 
or formation to the representative of a common superior, — as, for example, 
to the adjutant, officer of the day, etc., — the officer making the report, what- ! 
ever his rank, will salute first; the officer to whom the report is made will i 
acknowledge, by saluting, that he has received and understood the repoi't. 

Officer Entering Room Occupied by Soldiers. When an officer enters a room 
where there are several enlisted men, the word "attention" is given by some 
one who perceives him, when all rise, uncover, and remain standing at atten- 
tion until the officer leaves the room or directs otherwise. 

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Administration — Leeture XV Page 7 

At Meals. Enlisted men at meals stop eating and remain seated at attention 
when an officer enters the room. 

When Seated. An enlisted man, if seated, rises on the approach of an officer, 
faces toward him, stands at attention, and salutes. Standing he faces an 
officer for the same purpose. If the parties remain in the same place or on 
the same ground, such compliments need not be repeated. 

Soldier Indoors. Indoors, an unarmed enlisted man uncovers and stands at 
attention upon the approach of an officer. If armed with rifle, he renders the 
rifle salute at the order or trail. 

Officer Approaching Number of Soldiers in Open. — When an officer ap- 
proaches a number of enlisted men out of doors, the word "attention" should 
be given by some one who perceives him, when all stand at attention and 
all salute. It is customary for all to salute at or about the same instant, taking 
the time from the soldier nearest the officer, and who salutes when the officer 
is six paces from him. 

At Work. Soldiers actually at work do not cease work to salute an officer 
unless addressed by him. 

Riding in Wagon or Motor-Car. A soldier riding in a wagon on motor-car 
should salute officers that he passes. He would salute without rising. Like- 
wise a soldier driving a wagon should salute, unless both hands are occupied. 

Passing Officer on Staircase. It is customary for a soldier who is passed 
by an officer on a staircase to come to a halt and stand at attention. 

Addressing or Being Addressed by an Officer. Before addressing an officer, 
or when addressed by an officer, an enlisted man makes the prescribed salute 
with the weapon with which he is armed; or, if unarmed, with the right hand. 
He also makes the same salute after receiving a reply. 

How Salutes are Rendered in Uniform. In uniform, covered or uncovered, 
but not in formation, officers and enlisted men salute military persons as fol- 
lows: With arms in hand, the salute prescribed for that arm (sentinels on in- 
terior guard duty excepted) ; without arms, the right hand salute. 

Rifle Salute. Enlisted men out of doors and armed with the rifle salute 
with the piece at the right shoulder; if indoors, the rifle salute is rendereed at 
the order or trail. 

Sentinels on Post. A soldier salutes with the "present arms" only when 
actually on post as a sentinel doing interior guard duty. At all other times 
when armed with the rifle he salutes with the prescribed rifle salute. 

The general rules and principles of saluting apply to sentinels on post duty 
doing interior guard duty; except, as just stated, they salute by presenting 
arms when armed with the rifle. However, they do not salute if it interferes 
with the proper performance of their duties. 

Rendering Salutes in Military Manner. Officers and enlisted men are re- 
quired by regulations to render the prescribed salutes in a military manner, 
the officer junior in rank or the enlisted man saluting first. 

Several Officers in Company. When several officers in company are saluted, 
all entitled to the salute return it. 

Man Addressed in Formation. A man in formation shall not salute when 
directly addressed, but shall come to attention if at rest or at ease. 

In Public Places and Conveyances. In public conveyances, such as railway 
trains and street cars, and in public places, such as theaters, honors and per- 
sonal salutes may be omitted when palpably inappropriate or apt to annoy 
or disturb civilians present. 

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Administration — Lecture XV Page 



For instance, as a rule, it may be said that an enlisted man riding in a 
street car, or in the act of purchasing goods in a store, or eating in a res^ 
taurant, would not salute unless addressed by an officer. However in case of 
a soldier occupying a seat in a crowded street or railway car, if he recognizes 
a person standing to be an officer, it would be but an act of courtesy for him 
to rise., salute and offer the officer his seat. 

No Saluting at Double Time, Trot or Gallop. Salutes are not rendered when 
marching in double time or at the trot or gallop. The soldier must first come 
to quick time or walk before saluting. 

The question of gait applies to the person saluting and not to the one 
saluted, — so, a soldier would salute an officer who was passing in double time 
or at a trot or gallop. 

Enlisted Men in Command of Detachment. A non-commissioned officer or 
private in command of a detachment without arms, salutes all officers with the 
hand, but if the detachment be on foot and armed with the rifle, he makes the ; 
rifle salute, and if armed with a saber he salutes with it. 

Salutes not Rendered by Troops at Drill, on March, Etc. Salutes and honors, 
as a rule, are not paid by troops actually engaged in drill, on the march, or - 
in the field under campaign or simulated campaign conditions. Troops on the 
service of security pay no compliments whatever, nor do troops in trenches 
pay any honors. However, troops on the march and in trenches may be called 
to attention. 

Bringing Command to Present Arms or Sabers Before Commander Salutes. 
If the command is in line at a halt (not in the field) and armed with the rifle, 
or with sabers drawn, it is brought to present arms or present sabers before 
its commander salutes in the following cases: When the National Anthem 
is played, or when to the color or to the standard is sounded during ceremonies, 
or when a person is saluted who is its immediate or higher commander or a 
general officer, or when the national or regimental color is saluted. 

Saluting at Parades and Other Ceremonies While National Anthem is Played. 
At parades and other ceremonies under arms the commander shall render the 
prescribed salute and shall remain in the position of salute while the National 
Anthem is being played; also at retreat and during ceremonies when to the 
color is played, if no band is present. If not under arms, the organization 
shall be brought to attention at the first note of the National Anthem, to the 
color or to the standard, and the salute rendered by the officer or non-com- 
missioned officer in command as prescribed in regulations. 

Sahiting by Individuals During Playing of the National Anthem; or Sound- 
ing of to the Color; Same Respect to National Anthem of Allied Countries. 
Whenever the National Anthem is played at any place where persons belong- 
ing to the military service are present, all officers and enlisted men not in 
formation shall stand at attention facing toward the music (except at retreat, 
when they shall face toward the flag) . If out of doors they also render the 
hand salute, or if armed with a rifle, the salute prescribed for that arm. The 
practice of rendering the hand salute when the National Anthem was played 
indoors has been done away with, and officers and soldiers merely stand at 
attention as prescribed above. The position of attention and the salute, 
rendered, must be maintained until the last note of the music. 

The same rules apply when to the color or to the standard is sounded as 
when the National Anthem is played. 

The same mark of respect prescribed for observance during the playing of 
the National Anthem of the United States shall be shown toward the national 

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Administration — Lecture XV Page 9 

anthem of any country with which we are allied when played upon official 
occasions. 

Saluting the Color. Officers and enlisted men passing the uncased color will 
render honors as follows: If in uniform, they will salute as required by para- 
graph — "How salutes are rendered in uniform"; if in civilian dress and cov- 
ered, they will uncover, holding the headdress opposite the left shoulder with 
the right hand; if uncovered, they will salute with the right hand salute. 

Usual Mistakes in Saluting 

The following are the mistakes usually made by soldiers in rendering 
salutes : 

i (1) They do not begin the salute soon enough; often they do not raise 
3 the hand to' the headdress until they are only a pace or two from the officer — 
the salute should always begin when at least six paces from the officer. 

(2) They do not turn the head and eyes toward the officer saluted — the 
i head and eyes should always be turned toward the officer saluted and kept 
: turned as long as the hand is raised. 

(3) The hand is not kept to the headdress until the salute is acknowl- 
edged — the hand should always be kept raised until the salute has been 
acknowledged, or it is evident the officer has not seen the saluter. 

(4) The salute is often rendered in an indifferent, lax manner — the salute 
should always be rendered with life, snap and vim; the soldier should always 

: render a salute as if he meant it. 

Miscellaneous 

Officer Walking or Riding with Senior. When walking or horseback riding 
with a senior, remain on his left, and if on foot, keep step with him. Like- 
wise, if riding in a carriage with a superior, always sit on his left. 

Soldier Walking with Officer. A soldier accompanying an officer walks on 
gthe officer's left and about one pace to his rear. 

Prisoners do Not Salute. Prisoners do not salute officers. They merely 
stand at attention. In some commands it is customary for paroled prisoners 
and others who are not under the immediate charge of sentinels to fold their 
-arms when passing or addressing officers. 

Unmilitary Salutes. It is very unmilitary to salute with the coat unbuttoned 
or with hand in the pocket, or a cigarette, cigar or pipe in the mouth. 

Not Dropping Hand or Weapon Until Salute Has Been Acknowledged. In 
'.saluting, the hand or weapon is held in the position of salute until the salute 
has been acknowledged or until the officer has passed or has been passed. 

Discipline 

The most important element in military training! As vital to the success 
.of an army, as live steam to the operation of a locomative. Without it the 

best of individual soldiers are but an armed mob, to be made a mockery by a 
.trained foe; with a high type of discipline an army's powers are increased 

tenfold. Every great general in history has recognized this, and his success 
'has been measured by his ability to inspire discipline. 

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Administration — Lecture XV Page 10 

Discipline represents seventy-five per cent of battle efficiency. Men and 
arms we may command, but money cannot buy discipline, nor munition plants 
supply it. It is of the very essence of training, and springs from the intelli- 
gence and conscientious work of the leaders who must inspire it, or whose in- 
competence will render its attainment impossible. This is what makes long 
thorough training so necessary, what makes military men shudder at the 
thought of war without adequate preparation. Our history is full of instances 
where otherwise splendid forces have been brutally defeated for lack of disci- 
pline. Intangible and psychic, the outgrowth of patient, skillful culture — 
it is no concrete thing to be handed to troops as they mobilize for war. It is 
as difficult to attain as it is necessary for success. Only adequate training 
may supply it, yet it may be lost in a day through the incompetency of lead- 
ers. Hence it is the one vital thing for you to understand. 

Discard any vague conceptions of discipline as associated only with punish- 
ments and brutality. We mean something far higher than that. General 
Sherman said: "Discipline is the soul of armies." This means it is the spirit— 
the actuating spirit that inspires individuals to deeds of heroism, that gives 
them heart for patient endurance of untold hardships, that makes them freely 
surrender individual wills to the will of the leader, that binds them into a 
splendid fellowship, inspiring, sacrificing, training together for a common 
cause. This is the discipline that you must foster in your organization. To 
learn how to arouse it is the first duty of the leader. 

Discipline may be defined as that psychic something which is always recog- 
nized by its manifestations of ever present respect for superiors and instant 
cheerful obedience, not only to given orders, but to a high personal sense of 
duty. It leads directly to esprit, from which springs morale; and, other things 
being equal, with the morale fifty men can beat two hundred. How clear 
then is the course for the successful leader — inflexible in discipline, arousing 
and fostering in his command pride and esprit, till finally they have acquired 
a morale that makes his men believe themselves invincible. Discipline is then 
not the end, but a means to an end — the end that each man shall be imbued 
with a spirit of loyalty to leader and to organization, which will result in unity 
and promptness of action in instant response to the will of the leader. 

The one end sought in military training is so to have organized, trained, and 
disciplined the thousands of individuals who compose the army, that they may 
be made all to respond as one unit instantly and effectively to the will of the 
chief. This is the military machine working perfectly. Easily possible on 
the drill field, every one at ease, well fed and complacent; it can be done amid 
the strain and roar of the battlefield, only when training has made true lead- 
ers of every corporal and general, and developed an unshakable discipline 
in all. 

Manual for Courts-Martial 

punitive articles 

Note. — Instructor will first read and emphasize the 110th Article of War 
covering the requirements in regard to reading and explaining the punitive 
articles to enlisted men. 

The instructor will then read Chap. XVII Manual for Courts-Martial cov- 
ering the punitive articles. In presenting this subject to the class, however, 
the instructor will not attempt to cover the whole chapter. Instead, he will 
explain to the class how to use this chapter as a reference, when necessary, 
illustrating by discussing a few of the punitive articles covered in the chap- 
ter. The following articles should be covered : Desei'tion — Absence without 
leave — Arrest — Confinement. The 95th and 96th Articles of War. 

M TO C 



Administration — Lecture XV Page 11 



Problem in Drawing Charges 

Private Richard M. Smith, No. 4,876,532 Co. B, 302nd Infantry, stationed 
at Camp Devens, Mass., left his company and station without proper leave 
about 3.00 P. M., September 10, 1918, and did not return of his own will, 
but was apprehended by the military police in Boston, Mass, about 10.00 P. M., 
September 25, 1918. When apprehended he was in civilian clothes and was 
drunk. 

This man was serving in his first enlistment period, was 26 years old, was 
carrying $10,000 War Risk Insurance, and had a Class "A" allotment run- 
ning. At the time charges were preferred this man was in confinement in 
the guard house of the 302nd Infantry. 

Draw up the charges in this case, charging the accused under the 58th and 
96th Articles of War, with one specification under the 58th and two under 
the 96th. 



MTOC 



Administration — Typical Quiz Questions Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
ADMINISTRATION 

Typical Questions for Written Examination 

Final Examination Motor Transport Officers' Course 

1. a. What is The General Staff Corps? 

b. What is A Special Staff Corps? 

c. Distinguish between the two. 

2. a. What are the duties of The Staff in relation to The Line? 

b. What is the Service of the Interior? 

c. What is the Theatre of Operations? 

3. Outline the duties of The Motor Transport Corps. 

4. a. Under what circumstances may an officer make an allotment of pay 

for the support of his family? 

b. What is mileage? 

c. How are officers paid? 

5. a. Draw a diagram showing the distribution of authority in a Motor 

Transport Company. 

b. Give the duties of the company commander. 

c. Give the duties of the first sergeant, property sergeant, chief of sec- 

tion. 

6. a. How is a soldier paid when separated temporarily from his Service 

Record? 

b. What is the Service Record and what data does it give? 

c. What steps are taken in case of loss of a Service Record? 

7. 2nd Ind. 



To 

This soldier 

He was last paid to include 

By 

Due United States 



This soldier an allotment running. 

(has or has not) 
His character is 






Fill out the above indorsement of service record, assuming all fact? 
necessary. 

8. a. Name the parts of a letter. 
M T'OC 



Administration — Typical Quiz Questions Page 2 

b. Give the channels through which a letter from an enlisted man re- 

questing a furlough would be required to pass; assume this man to 
be a member of a Motor Transport Company which is a part of a 
Motor Command at a camp in this country. 

c. Give five rules to be followed in military correspondence. 

9. Write a military letter containing two enclosures; add the first indorse- 
ment. 

10. a. What is a correspondence book? 

b. What is a document file? 

c. Explain their use in connection with each other. 

11. a. Assume you are in command of Motor Transport Company K; five 

men report for sick call on October 1st, 1918. Make out sick report 
for the day covering both the company officer's report and the 
medical officer's report. 

b. What is the Guard Roster? 

c. Illustrate the difference in keeping the Guard Roster and the roster 

for other duties. 

12. Make out a morning report for October 8, 9, and 10, covering the fol- 

lowing changes: 

October 8 — One private from duty sick in hospital. 

One private from absent without leave to duty. 

Three privates from detached service to duty 2.00 P. M. 
October 9 — One sergeant from hospital to sick in quarters. 

Two corporals from sick in quarters to furlough. 

Two recruits join company at 3.00 P. M. 

October 10 — One private from absent without leave to confinement in 
the guard house. 

One sergeant from furlough to duty 2.00 P. M. 
One corporal from hospital to duty 3.00 P. M. 

Company strength on the 8th of the month: 
One captain. 
One first lieutenant. 
One second lieutenant. 
One first sergeant. 
Five sergeants. 
Thirty-four corporals. 
Forty privates first class and privates. 

13. a. Make out a ration return for the company at the conclusion of the 

above period. 

b. What is meant by soldiers' deposits? 

c. Assume that you are commander of a company; an enlisted man of 
your company about to go on a furlough and needing money offers 
to sell you his soldier's deposit book; what would you do, and why? 

14. a. What persons are subject to military law? 

b. Under what circumstances is martial law declared? 

c. What is meant by jurisdiction? 

15. a. Give in detail the steps taken by a company commander in equipping 

his men with clothing. 

16. a. When and by whom may an officer be placed under arrest? 

b. Under what circumstances may an officer be placed in confinement? 

c. Distinguish between arrest and confinement. 

M TO C 



Administration — Typical Quiz Questions Page 3 

17. a. Name 15 forms that will be used in a company office. 

b. Make out a Report of Survey, Form 196 A.G.O. Assume any facts 
necessary. 

18. a. What is a deposition? 

b. Name two kinds of general pleas. 

c. What is meant by arraignment? 

19. a. Name the kind of discharges and tell under what circumstances each 

is given. 

b. What is a final statement. 

c. Give the information contained therein. 

20. a. What monthly returns are rendered by a Motor Transport Company? 

b. What data is contained in Form M.T.C. — 117? 

c. Distinguish between accountability and responsibility. 

21. Describe in full, giving number of copies and disposition made of each, 

the following forms: 

a. Stolen Property Report Form M.T.C. — 111. 

b. Investigating Officers Report of Accident, Form M.T.C. — 125. 

c. Memorandum Receipt, Form M.T.C. — 101. 

22. a. What are the disciplinary powers of commanding officers? 

b. What is the procedure on revision of a general court-martial finding? 

c. What are the Punitive Articles of War? 

23. Make up Form M.T.C. — 118, weekly report covering a Motor Trans- 

port Company organized according to tables of organization. 

24. a. What is meant by customs of the service? 
b. Name five. 

25. a. Give rules to be observed by individuals when the national hymn is 

played, 
b. Write a short essay on the necessity for discipline in the army. 



MTOC 



Theoretical Auto Engineering — Lecture I Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE I 

Organization of Motor Transport Supply System in France 

We shall commence these lectures with the supply system, and devote some 
discussion to the various repair units and parks coordinated with that system, 
taking up each one separately and denning in detail just what part of the 
system it forms and the duties required of each branch, respectively. 

The supply syptem is designed to give the most efficient service with the 
least duplication of stock, and to expedite salvage to save ocean tonnage. In 
view of the diversity of makes of vehicles, it will be impossible to stock each 
depot with parts for all of them, consequently vehicles of each make will be 
segregated. 

The main supply depot will automatically receive all new M.T.C. supplies 
excepting gasoline and oils, which are received at base ports in France, or by 
European purchase. From these base ports gasoline and oils are supplied on 
requisition to advance depots and parks for use or issue to groups. Normally, 
the depot sections of overhaul and service parks will be operated as advance 
depots to obviate the duplication and extra handling of stocks. 

The theory is that operating units in the field will requisition on service 
parks, service parks on overhaul parks, and overhaul parks on the main 
supply. This procedure may be modified as the case requires. 

An overhaul park is normally equipped to repair certain designated types 
and makes of vehicles, and the segregation of different makes enables the main 
supply depot to utilize the supply section of the overhaul park as an advance 
supply depot. 

Supplies necessary to vehicles are of two classes: Articles common to all 
vehicles, irrespective of make or type, and articles pertaining to individual 
makes or types. Overhaul parks carry the required stocks of each. 

All articles required in operating vehicles have been catalogued. Catalogue 
No. 1 covers material common to all vehicles. Parts pertaining to individual 
types are listed in special catalogues. In each catalogue articles are specified 
as "expendable" or "non-expendable." The former indicates an article that 
will be replaced only when an old part accompanies the requisition. If it is 
impossible to return the old part, a certificate covering the reasons therefor 
must accompany the requisition. 

The object of the foregoing is to insure the return of the old part for any 
salvage work that may be possible on it, and prevents a transport unit from 
accumulating a junk pile that would interfere with mobility. Also, it allows a 
technical examination of worn out or faulty material, and this is information 
which is essential to the proper operation of the maintenance division. 

With this in view, a service park draws its supplies from the advance depot 
designated in orders as its supply point. In the absence of such orders, serv- 

M to c 



Theoretical Auto Engineering — Lecture I Page 2 

ice park supplies will be drawn from the main supply department. Thus stocks 
will be kept at a minimum and distributed with the greatest efficiency. 

The transport companies and other M.T.C. units will draw their supplies 
from the service parks to which they are assigned. 

Gasoline and lubricating materials are supplied direct to groups and other 
M.T.C. formations by the gasoline and oil service, organized under the sup- 
plies division of the office, C.Q.M., S.O.S. 

The above gives an idea of the supply system. Now we will take up the 
different kinds of parks of the service. First: 

A reception park will be established at each vehicle manufacturing plant 
in the United States, and each base port in France. At these parks vehicles 
will be received, properly registered, set up, and formally forwarded to desig- 
nated replacement or organization parks or, when the exigencies of the serv- 
ice so require, they may be sent direct to the organizations to which they are 
assigned. The issue of such vehicles to such units in this manner is made only 
on the orders of the C.G., S.O.S. 

In addition the reception park will consist of the necessary personnel, 
grounds, buildings and equipment for registration, storing and issuing M.T.C. 
vehicles. The lay-out of the park will be such that the process of a new 
vehicle from the time it is received from the manufacturer until it is issued 
will be a continuous flow in a given direction. 

Upon arrival, a vehicle is uncrated and registered by means of a tag at- 
tached to the steering post, and the number on the tag is later stenciled on the 
body. Blocks of registration numbers are periodically forwarded by the 
director of the M.T.C. to reception parks for issue to incoming vehicles. Im- 
mediately after registration, all tools, accessories and equipment belonging to 
the vehicle are stored until the vehicle is ready for use. 

The vehicle then moves to the shop section of the park, where it is assem- 
bled, stenciled and necessary repairs made, after which it is sent to the issue 
section. Until issued, it is kept clean, oiled, and the motor started daily. 

Registration cards will be made out in duplicate, one copy to be retained 
and the other sent to the headquarters of the M.T.C. A log book containing 
the necessary data will be included in the vehicle's equipment. 

Vehicles will be issued to replacement or organization parks on instruc- 
tions from the director of the M.T.C, using form M.T.C. receipt, in quadrupli- 
cate. When the exigencies of the service demand it, vehicles may be sent 
direct to other organizations on orders of the C.G., S.O.S. A daily report on 
form M.T.C. 135, covering all vehicles issued, received, on hand, and ready to 
issue, will be made to the director of the M.T.C. When assigned, vehicles may 
be forwarded by rail or overland. 

Next we have the organization parks which in turn receive their personnel 
from the cantonments, camps, base ports or various other sources. Vehicles 
are obtained from the reception parks and any other equipment necessary 
from the main supply depot. Vehicles and men are organized and equipped 
for service and held in readiness for assignment, either as individuals, detach- 
ments or organizations. 

Schools receive personnel by assignment from cantonments, casual camps, 
base ports, hospitals and various other sources; also such vehicles as are re- 
quired for their equipment from reception parks, and other equipment as is 
necessary to their operation from the main supply depot. Students are 
trained by a corps of instructors maintained for that purpose, examined, clas- 
sified, and formally forwarded to the designated organization park as required. 

M TO c 



Theoretical Auto Engineering — Lecture I Page 3 



Replacements parks are operated much the same as organization parks, inas- 
much as they receive personnel from the same sources as schools. Vehicles are 
obtained from reception, reconstruction, and overhaul parks and in some cases 
from service parks. Other equipment is obtained from the main supply depot. 
Vehicles and personnel are organized and equipped for service and sent for- 
ward to replace casualties. 

Now we come to the parks actually engaged in repairs. Many of the men 
engaged in this course will be assigned to this service or at all events it is a 
department with which there is always much to do. Therefore, the repair 
system showing the different parks and establishments, which start with the 
company near the front line and end up with the reconstruction park, which 
is the factory for the A.E.F., will be outlined. 

Attached to each company there is a light repair truck. On this light repair 
truck is a standard stock of tools and parts, which is made up of ten days' 
supply of all small parts, such as spark plugs, nuts, bolts, valve springs, brake 
lining, and the minor parts which are needed in quick repairs. There is also 
on this truck a fairly complete assortment of hand tools. That stock is kept up 
by requisition every other day on the next larger unit, which is the service 
park. So that your stock on hand, plus your requisitions which are in process 
of going through, should equal the standard unit equipment list of that truck 
at all times, and the company mechanic should never allow that equipment 
list to depreciate. 

The next step in the chain is the service park. A service park is a mobile 
machine shop unit with a personnel of 35 men and an officer. This personnel is 
made up of the different trades. There is a radiator man, chassis man, engine 
man, electrical man, tire man, and so on. The service park keeps on hand at 
all times a ten days' supply of larger parts (not assemblies), such as connect- 
ing rods, bearings, bushings, brake lining, etc. A service park is supposed to 
take care of the repairs on 148 trucks, and a proportionate number of passen- 
ger cars and motorcycles, and to handle repairs on six trucks at one time in the 
park. The unit equipment list for a service park is laid down in bulletins and 
consists of a definite number of bearings, connecting rods, bushings and parts 
for all the vehicles which it serves. No repairs are attempted in a service park 
that will require more than ten days to complete. 

The next link in the chain is the overhaul park. The overhaul park is a 
much larger unit and may consist of any number of men. We have a system 
of repair sections, groups and units. The section is the smaller and consists 
of 77 men and 3 officers. By grouping together 4 sections and a headquarters 
we make a repair group. By grouping together 4 groups and a headquarters 
we have a repair unit. We can make an overhaul park of any size we want. 
We can take one section of 77 men and 3 officers and make that an overhaul 
park, or take 4 sections and call it a repair group and make that a larger over- 
haul park, or take 4 groups and make it our largest unit, which is the repair 
unit, and consists of 1280 men. The repairs made in the overhaul park are 
practically all the repairs that can be made to the vehicle, except recon- 
struction. 

If a vehicle is badly damaged by shell-fire or totally wrecked through misuse 
so that all the working parts will have to be replaced, and it is more a question 
of salvage than repair, that vehicle goes back to the reconstruction park and is 
not touched by the overhaul park at all; but, if the work consists of tearing 
down the motor and rebuilding, tearing out the transmission, rear axles, etc., 
the overhaul park handles it. Assemblies are taken apart here and assemblies 
are carried in stock as part of their standard list of parts and supplies for the 
trucks which they are supposed to serve. Each overhaul park can take care of 

M to c 



Theoretical Auto Engineering — Lecture I Page 4 



the repairs on 1800 to 1900 trucks. It can handle 100 trucks at one time in the 
park. The overhaul park is, of course, farther back from the line than the 
service park. The service park is usually within sound of the guns and near 
the rail head; within reach of the supply and ammunition trains. 

The overhaul park would probably be back 25 to 30 miles from the line and 
perhaps more, depending on whether that sector of the front happened to be 
active or not active. 

Overhaul parks have quite an elaborate machine tool equipment, and they 
can actually make small parts in the park. The time factor enters into all 
repair work, except that done in the reconstruction park. No repairs are 
allowed in a service park that require over ten days. If a vehicle, in the opin- 
ion of the inspector, will require over ten days for its repair, it is sent back to 
the overhaul park. If it requires more than 20 days in the overhaul park, it 
is sent back to the reconstruction park. In that way we do not clog up the 
service and overhaul parks with a lot of dead material, thereby making them 
immobile. Mobility must be the first consideration these days. It may be added 
that an overhaul park quite often is an advance spare parts depot and by an 
advance spare parts depot is meant a depot that keeps 30 days' supply of all 
parts for all trucks operating in the area which it serves. That includes rear 
axle assemblies, transmission assemblies, clutch assemblies, and even motor 
assemblies, and, where it is deemed advisable, a motor is set in and the old 
motor taken out, and the old one repaired later and put back in stock. In fact, 
repairs of this kind are frequently handled in this way. The assembly is re- 
placed and the truck put back into commission, while the taken-out assembly 
is replaced at another time when work will permit. 

The next link in the chain is the reconstruction park, which is a very large 
organization. It has a large roofed area and you might liken it to one of our 
large automobile or truck manufacturer's plant in this country. It is an enor- 
mous proposition and when you are told that for one army alone we have to 
have upwards of 80,000 vehicles in France you can realize that we need a large 
factory to look after their repair. 

At the reconstruction park all reclamation work is taken care of. It is 
called salvage. All complete overhauls are made ther?. Vehicles come back 
from all the overhaul parks to the reconstruction park when the time factor 
will not allow the overhaul park to make the repairs. Broken parts and broken 
vehicles have to be returned for salvage by every member of the A.E.F. Even 
though you think a part is absolutely valueless you are charged with the re- 
sponsibility of seeing that that part goes back for salvage. The metal in broken 
parts can be melted up and reshaped into tools, babbitt can be melted and re- 
used, broken parts can be repaired by careful machine work and by brazing and 
welding. We also must have broken and worn out parts returned to find out 
whether those parts are defective from poor workmanship or material or worn 
out through fair wear and tear. This is important, for we must make recom- 
mendations for changes in construction on the basis of this information. 
Broken parts come back through the various parks and establishments to the 
base spare parts depot which is in close proximity to the reconstruction park. 
The base spare parts depot turns the broken parts and supplies over to the re- 
construction park, which reclaims all parts that is possible to reclaim and 
then turns them back to the base spare parks depot for stock. That is the 
work of the reconstruction park. In other words, when you order parts from 
the service park, you may not get a new part, but you may get a part that 
has been rebuilt. It is just as good. That system of salvage and the impor- 
tance of it will be made the subject of a separate lecture later on in the course. 

M TO C 



Theoretical Auto Engineering — Lecture I Page 5 

To return to the company repairs. Company repairs are quite the most 
important factor in the Motor Transport Service of the A.E.F. If the proper 
care is not given to lubrication and adjustment and repair work in the com- 
pany, both in park and on the road, it echelons all the way down the line, our 
service parks are overcrowded, our overhaul park is overcrowded, and our re- 
construction park is swamped. And really, when you come down to the last 
analysis there is very little excuse for a vehicle going back from the company 
to the service park except for a periodical overhaul and except for damage by 
shell-fire. If the driver is a good driver, properly trained, if the company 
mechanic is an iron master as far as upkeep is concerned and is on the job, 
there will be a minimum of extensive repairs and consequently less work for 
the service, overhaul and reconstruction parks. Company repairs occupy the 
full time of the company mechanic and his assistants and a large share of each 
driver's time when not actually at the wheel of his truck. 



MTOC 



Theoretical Auto Engineering — Lecture II Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE II 
Care and Maintenance of Motor Vehicles 

Too much stress cannot be laid on the care of motor vehicles. They must 
always be ready to go. Constant watchfulness is the only thing that will in- 
sure their being ready to move at a crucial moment. It must be understood 
that warfare as it has developed in the last three or four months has made the 
motor truck more of a factor than ever in the success of an action, for the 
reason that the lines of communication are constantly changing. Food, mu- 
nition, supplies, engineering material, etc., must go with the army. 

As an instance, only the closest supervision will detect the bolt that is about 
to be sheared off. If replaced before the start is made, the truck will not be 
stranded on the road when some battery is waiting for shells. Constant 
watchfulness and attention are absolutely essential to efficiency. 

There are several requirements that the motor truck covers as a transpor- 
tation unit. 

First, the moving of supplies. In this the first item is the Motor Transport 
Corps main supply depot. All new supplies are sent there for issue and dis- 
tribution. Supplies from base ports and from reconstruction parks are also 
sent there, as well as local purchases made by the general purchasing board. 
The functions of this depot consist of the requisition, receipt, storage and 
issue of M.T.C. parts, supplies, materials and equipment. This depot also 
carries the main and reserve supply stock of these materials. In principle, 
operating units requisition from service parks and overhaul parks, which in 
turn deal directly with the main supply depot M.T.C. Any requisition made 
for non-expendable articles must be accompanied by the old article or some 
portion of it, with a M.T.C. salvage tag (Form M.T.C. 119) attached, or a 
certificate by the requisitioning officer explaining the reason why the old part 
or article is not returned. Complete details covering the issue of parts, sup- 
plies, materials, etc., will be taken up later on. 

The above is a general description of the main supply depot. When differ- 
ent overhaul parks or service parks requisition the main supply depot, there 
must be some way of transporting the material requested. If this cannot be 
done by railroad it must be done by truck. 

Most of the ammunition, engineering, and supply dumps in France, except 
where the material is stored in warehouses, are either in open fields or forests. 
It is not so necessary to camouflage the engineering material or the supplies 
for the reason that even if they are bombarded there is no danger of explo- 
sion. The ammunition dump is made as irregular as possible, and the am- 
munition is scattered all over the field so that if the dump is bombai'ded it 
will have to be hit a good many times to do much damage. As a further pro- 
tection, sand bags are placed around the ammunition dumps. 

M TOC 






Theoretical Auto Engineering — Lecture II Page 2 



In the engineering or supply dumps, the trucks go in through one entrance. 
The office of the dump is near this entrance. The roads, like the roads in 
the ammunition dumps are what we call corduroy roads and are made out of 
logs fastened together with large staples. They are laid through the whole 
dump and it is impossible to get a better road for this purpose. A corduroy 
road affords good traction, due to the rough surface. A truck rarely skids as 
long as it is kept squarely on the road, but once off the road there is great 
difficulty getting back on again. When operating on these roads, the first 
thing to learn is to go slow. This will not rattle the truck to pieces, out of 
control and off the road. It is very easy to get the front wheels caught. A 
loose log hit by the front wheels, may send the truck into the ditch. In the 
day time when a section has completed loading, the sergeant is given instruc- 
tions by the company commander to proceed to the point of unloading. At 
night it is customary to form the whole company before leaving the park. 

Regarding the method of backing trucks on these narrow corduroy roads. 
Imagine that a truck on a corduroy road is backing up to a shed or car that 
may be 100 feet back from the main road. If the driver sitting on the seat at- 
tempts to watch the road and back at the same time, he will find himself in the 
ditch, no matter how good he may be. This has happened time and again. It 
is necessary to back the truck absolutely straight. 

To avoid the danger of getting a wheel in the ditch when backing, the best 
and most practical way is to employ the following system : The driver is at 
the wheel. The second driver is on the road in front of the truck. By a 
system of hand signals, the second driver directs the driver which way to 
go. The driver is to watch only the second driver in front. If these two men 
understand their signals well, they will be able to place the truck in about 
half the time it would take one man to do it. If the man on the ground wants 
the driver to go straight back, he signals with his hands, the movement and 
the speed of his hands indicating the direction and the speed of the truck. 
Suppose in going straight back, the rear of the truck begins to get a little 
off to the right of the road. The second driver will move his left hand in the 
direction the rear wheels are to be turned and vice versa. 

In the American schools in France, men are required to practice sometimes 
for hours backing between posts. It is necessary to be proficient in backing 
because there is a lot of backing to do when driving at the front. 

One of the most important things in this course is the need of the strictest 
mechanical supervision and inspection of trucks. Experience has taught us 
that unless there is the most rigid system of inspection the results will not be 
at all gratifying. There seems to have been a great deal of discussion, and 
sometimes misunderstanding, as to how far the driver should be educated in 
the mechanical construction of his vehicle. Some have said that he should 
not have any instruction except in driving and that he should be entirely ig- 
norant of the theory and practice of automobile engineering. On the con- 
trary it is advisable to give the driver every bit of instruction along that line 
that the conditions admit while he is going through school, and if he is there 
for quite a length of time his continued study of the construction and adjust- 
ment of the vehicle which he is operating, both the theoretical and the prac- 
tical, may give him sufficient knowledge so that when he is through with his 
training he knows when shifting into first gear just what is happening in the 
transmission, and he also knows the difference between a surge in the motor 
caused by the carburetor being badly adjusted, and a surge due to two cylin- 
ders not firing properly. A driver is very often called upon to make minor 
adjustments under the supervision, if possible, of a company mechanic, but 

M TO C 



Theoretical Auto Engineering — Lecture II Page 3 

the company mechanic cannot be everywhere at once and the driver has to be 
able to do these things by himself. 

The driver is responsible for the proper cleaning of his vehicle. Perhaps 
that does not sound important to you, but it is highly important. We have 
been criticised in France in the American Army on account of the appearance 
of our trucks and cars. They were not washed; mud would remain on them 
for weeks; they were not properly lubricated; drivers were sloppy in appear- 
ance and driving, and very often they would pull up at some divisional head- 
quarters alongside a British headquarters staff car or a French headquarters 
staff car. The comparison was terrible to look upon. The British or French 
cars would be as bright as a new penny, although in service perhaps for 
three or four years. Every bit of brass and metal would be shined up, the 
frame, the drive shaft and rear axle housing, ordinarily neglected by you and 
me, would be thoroughly cleaned up. You could put your hand on any part of 
the car. That is why those vehicles are running after four years of service. 
The cleaning of the vehicles should be done every day. There is one part of 
the cleaning that can be done every day and must be insisted upon by every 
company commander, noncommissioned officer and mechanic, and that is that 
the dirt and dust be cleaned from the spring shackles and all moving parts 
of the vehicle. This is absolutely essential, because of the great trouble we 
have in keeping spare parts in France. We have not had anywhere near a 
sufficient stock of spare parts for any of the vehicles in France up to the first 
of May of this year and the lack of them was a very serious proposition. The 
proper cleaning of the car will cut down the necessity for spare parts tre- 
mendously. 

The next thing is the lubrication of the car. There are certain things which 
must be done every day and certain things which must be done at stated in- 
tervals such as every 250, 500, 1,000 and 2,000 miles. It is necessary to know 
the M.T.C. manual and to study those things which must be done at the various 
periods. 

In addition to lubrication, there are other things which must be done at the 
stated intervals before mentioned. All of these are in the manual beginning 
on Page 69. 

(a) Care must be given to appearance, as well as to mechanical perfec- 
tion. See that the body and wheels are cleaned of dirt, and inside of body 
cleaned out. 

(b) Be on the lookout at all times for all leaks, and for unusual noises; 
find the cause immediately and remedy it. 

(c) In screwing up grease cups always make sure that the grease has 
actually been forced into the bearing. 

(d) Never cut out the muffler. 

(e) Never, under any circumstance, fill the gasoline tank or work on the 
carburetor in the presence of a naked flame or an oil lantern. If this work 
must be done in the dark, use an electric torch. 

After each run : (To be done as soon as truck returns from run.) 

(a) Fill up gasoline tanks (including reserve supply), oil lanterns, head 
lights and generators. 

(b) Drain carburetors. (Much water and other impurities are often found 
in gasoline. In freezing weather drain radiators. 

(c) Remove mud and dirt from places in immediate proximity to joints 
and moving parts, such as reach rod joints, spring shackles, distance rod 
hangers or joints, torsion rod joints, and springs. 

M to c 



Theoretical Auto Engineering — Lecture II Page 4 

(d) After removing all dirt turn down grease cups at all places one turn. 

(e) Examine and tighten all loose nuts, screws, etc., including those of 
the wood-work. 

(f ) Wash entire truck, if possible. 
At end of 250 miles: 

(a) Fill up all grease cups and see that oil holes are not stopped up. 

(b) Clean motor and pan under motor; clean spark plugs; oil magneto 
(only drop or two) ; clean carburetor. 

(c) Examine clutch; permit no oil on a leather faced clutch. 

(d) Transmission Case; fill with lubricant if necessary. 

(e) Brakes; examine and regulate tension. 

(f) Chains; examine tension. 

(g) Clean oil strainers. 

(h) Examine all wiring as to insulation and connections, 
(i) Go over all nuts and bolts. 
At end of 1,000 miles: 

(a) Drain crank case, wash with kerosene, and fill with fresh oil. (Save 
old oil to return to service park.) 

(b) Jack up body and clean and grease spring leaves. 

(c) Remove chains, bathe in kerosene, clean with brush, grease and put 
back. 

(d) Fill differential with oil. 

(e) Examine all grease boots and clean and refill, if necessary. 

It is necessary to be constantly looking for loose nuts and connections and 
be constantly tightening these. Our spare parts situation in France will al- 
ways be a serious one. We will never have as many parts as are needed and 
seldom will the supplies and parts be where they are wanted. For this rea- 
son, whenever the truck stops to load or unload, or whenever there is a few 
minutes' time in the park, the truck should be gone over very carefully from 
the front bumper through to the tail gate to be sure that everything is tight 
and that no defects or mechanical troubles exist that may hold up the truck 
on the road. 

The Motor Transport Corps in France is charged with moving the freight 
of the A.E.F. Freight cannot be moved if the truck is out of commission. 
Troubles corrected before they become serious prevent excessive demands for 
spare parts, decrease the work of the company mechanic, to the service park, 
of the overhaul park and of the reconstruction park and greatly simplify the 
maintenance problem. A burnt out or frozen bearing is inexcusable, and in 
France is cause for court-martial proceedings in every case. There is no 
reason whatsoever for trouble of that nature. There is no excuse and none 
will be accepted. The causes of breakdowns in the Motor Transport Corps 
in France are in 7 cases out of 10 due to the inefficiency of the drivers of 
vehicles. These drivers were not properly trained. They had no conception 
of discipline before going to France. They were slovenly in their personal 
appearance. Their trucks were dirty, not properly lubricated, parts were lost 
off the trucks, thereby tying up that piece of equipment for days and some- 
times weeks. Bearings were burnt out, brakes burnt out, clutch facings 
ripped off unnecessarily, radiators smashed, and the vehicles generally not 
able to handle the freight. If allowed to continue, these things are nothing 
short of criminal offenses, which at this time deserve the strictest disciplinary 

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Theoretical Auto Engineering — Lecture II Page 5 

action. Both the driver and the company mechanic are responsible for the 
log-book which accompanies every vehicle in France. This book is issued 
to the vehicle at the reception park at the port of debarkation. It stays with 
the vehicle as long as the vehicle is in service. This log-book is about 4 inches 
wide and 6 inches long. In it are kept records of transfers of the vehicle and 
of all repairs made by any repair parks. The first page of the book is given 
over to the specifications of the truck, the engine number, the chassis num- 
ber, U. S. number, the type and model of the truck and the detailed list of 
the equipment which was placed on the truck at the reception park. Begin- 
ning with the next page there are spaces for the driver to sign for the vehicle 
and for its equipment and in each case of transfer, his signature is witnessed 
by the signature of the Commanding Officer. The last 3 or 4 pages of the 
book are given over to records of repairs made. This record shows the num- 
ber and name of the repair park making the repairs, what the repairs con- 
sisted of, what spare parts and supplies were required to make the repairs, 
and the signature of the inspector or officer entering this data. The informa- 
tion regarding repairs which is entered in this book is invaluable at head- 
quarters, as it shows the performance of a truck and also the class of repairs 
that are made on that particular make of vehicles and enables steps to be 
taken for the correction of defects and changes in construction. This log- 
book is to the car what the service record is to the soldier, and the driver is 
held rigidly responsible that it is not lost and that it is kept clean and all data 
entered up to date. 

Conservation, now that we are at war, and the soldier is using, not his own 
material, but the government's, is a positive obligation. The writer experi- 
enced a lesson that was very forceful while in France, which portrays the idea 
of conservation about as well as any demonstration could. When I signed for 
my motorcar I was given a list of tools which I was required to invoice, and 
sign for also. Among them was a small brush which had very few bristles. 
I threw it into a box and forgot about it until I had need of a brush to clean 
around my motor in places which were too small for access with the hand. 
The old brush was resurrected, but after a few moments I discovered that it 
would not do the work, so I threw it away. At the moment a French officer 
came along, and seeing what I had done pointed out in a genial way my mis- 
take by saying: "You do not realize that the brush you have thrown away 
came all the way across the Atlantic." No one can say how many times that 
brush had been handled, recorded, requisitioned, etc., and while the brush 
was useless, the handle was still as good as new. There are many places in 
France where the brush could have been repaired, and, with the handle in- 
tact, it would have been fifty per cent complete to start with. Should a num- 
ber of other drivers do the same thing, say, for example, 144 of them, a gross 
of brushes would have to come all the way across the Atlantic. This space 
could be better used for a case of machine gun cartridges. 

When parts have been broken they should not be thrown away. The break- 
age may be due to faulty manufacture, and if the laboratories find this to 
be the case, the conditions can be remedied. 

Roadside repairs are a very fruitful field for losing tools. Before getting 
under way, look around, make sure that everything is in its place. In taking 
over a truck in France the truck and its equipment must be signed for. By 
equipment is meant the tools, small parts and supplies, the tarpaulin, the bows, 
the lamps, the fire extinguisher, the towline, the pick and shovel, and all the 
other equipment which is found on a unit equipment list for a truck. This 
list is standard and is made out in duplicate at the time the truck is put into 
service. The original is printed on cardboard and is kept in the truck at all 

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Theoretical Auto Engineering — Lecture II , Page 6 



times. The driver is responsible for the articles checked or marked on this 
card, and if when the truck is turned over to another driver, anything is lost 
or stolen it must be paid for. No excuses are accepted and none should be 
given. This is made necessary by several reasons, but the main one is that 
equipment is too scarce and too valuable, and too difficult to replace in France. 

When an extra spark plug is used from the tool kit, go immediately to the 
company mechanic and requisition a new one. When cotter pins, nuts, bolts 
or valve springs or valves are used from your truck equipment immediately 
get supplies from the company mechanic to replace them. Equipment should 
never be allowed to get down under any circumstances. The supplies and 
tools that appear on the list are the minimum amounts necessary to keep the 
truck in service. Therefore the truck should never be caught short of any 
of these things when emergencies arise on the road away from the company 
park or a repair park. 

The same thing applies to gasoline, oils and tires. Regarding gasoline, after 
being handled so many times and transported across the Atlantic, there is an 
unusual amount of water and dirt mixed with it, so that continual vigilance 
is required in the filling of tanks on vehicles. Gasoline should always be 
strained through a piece of chamois, which will help a great deal. The strainer 
on the carburetor and main feed pipe from gas tank to carburetor should be 
continually watched, as both of these are frequently choked up with dirt and 
grit. It is necessary to keep close watch on the carburetor in freezing weather 
if there is much water in the gasoline. 



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Theoretical Auto Engineering — Lecture III Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 



Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE III 

Engine 



lrine- 



We will start with the power plant. Every one of you at some time during 
your past has had the opportunity to see or possibly operate the old-fashioned 
grindstone in which the power is applied with the foot by means of 
a foot treadle, and with a few necessary parts, reciprocating motion is 
converted into rotary motion. Let us draw a sketch of this outfit on 
the blackboard (Plate No. 1). We have the stone which is made heavy 
enough to overcome the upstroke of the foot treadle, as the upstroke 
is not the power stroke. The grindstone is supported on an axle or a 
shaft mounted in bearings. At the end of the axle or shaft and at 
right angles to is is a small arm which is called a crank. Hence we have the 
familiar term, crank-shaft. The next step in the construction is the rod which 
connects the point of power application to the crank-shaft. This is known as 
the connecting rod which, incidentally, is simple enough because, as its name 
implies, it simply connects the two points. The speed of the stone depends upon 
the power applied at the treadle. Hence the conversion — reciprocating into 
rotary motion. For convenience, we will invert the blackboard and eliminate 
the frame and foot power attachment (Plate No. 2). Our next procedure will 
be to construct the labor saving method of power application to the connecting 
rod and incidentally accomplish our needs. Leaving the grindstone for a min- 
ute let us imagine we have an ordinary muzzle loading cannon. The first thing 
we have to do is to place the charge of powder in the cannon. Then we bring 
out the old familiar ramrod and compress the charge by ramming it into the 
breech. At this point we have explained two functions, one being charging and 
the other being compressing. For convenience, we will place the cannon on the 
blackboard in such a position as will permit us to utilize the power of the ex- 
plosion (Plate No. 3). A cast iron trunk or piston is placed on the upper end 
of the connecting rod so as to retain as much power as possible. Assuming 
ignition now to take place and allowing that the charge is not too heavy, the 
piston would be blown to the lower end of the cannon or the end of its stroke. 
The grindstone which is now assuming the role of a flywheel, stores up enough 
energy to bring the piston back and in so doing so exhausts the burnt charge 
providing that means were allowed for the exhaust. It is apparent from the 
foregoing talk that to convert reciprocating motion into rotary motion, there 
are four individual functions performed in the gasoline engine. One is the 
admission or the charge, the second one being compression, the third function 
being ignition or the power stroke, and the fourth is the exhaust. Hence, the 
four cycle engine. 

It will be well for us to memorize the nomenclature of the parts just men- 
tioned. Starting with the Balance or Fly Wheel, we have the Shaft which 
supports it. As I previously mentioned this Shaft is called the Crank-shaft, 
and is mounted in the Main Bearings. To the Crank Pin is fastened the lower 

M T oc 



Theoretical Auto Engineering — Lecture III 



Page 2 



PLATE NO. 1. 




Arrow A indicates where power is applied, the motion being reciprocating. 
Arrow B indicates the conversion into rotary motion, also the direction of the 
wheel. 



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Theoretical Auto Engineering — Lecture III 



Page 3 



PLATE NO. 2. 




Inverted grindstone minus frame and treadle. 



M T o c 



Theoretical Auto Engineering — Lecture HI 



Page 4 



PLATE NO. 3. 



Piston rings 



Piston 



Balance or fly wheel 



Wrist pin 




on or cylinder 



Connecting rod 



Crankshaft 



Utilizing the power of the cannon to convert reciprocating into rotary motion. 



M t o c 



Theoretical Auto Engineering— Lecture 111 p age 5 

end of the Connecting Rod. The Connecting Rod, whose function is to connect 
the Piston to the Crank-shaft at the upper end, is, by means of the Piston Pin, 
fastened to the Piston. The Piston reciprocates in the cylinder. 

As you no doubt are familiar with the fact that we have four, six, eight and 
twelve cylinder motors, I may add that for every cylinder there is an extra 
crank on the crank-shaft, and likewise a complete piston assembly with all of 
its auxiliaries is required. 

Note to Instructor.— Answer all questions excepting those pertaining to 
valve or piston construction. 

Connecting rods are made of steel forgings. The upper connecting rod 
bearing is usually a bushing of hard bronze forced into the boss at the end of 
the connecing rod. It bears on and runs in connection with the wrist pin 
which passes through it, the wrist pin being case hardened steel. A connecting 
rod is usually equal to 2.5 times the length of the stroke. Long stroke motors 
have longer connecting rods than short stroke motors. The lower end of the 
connecting rod has a lining or bushing of Babbitt or white metal where it fits 
the crank pin. On light low priced engines the Babbitt metal is often poured 
directly into the rod end and rod cap. On higher priced cars the bushings or 
linings are generally removable. They may be die cast to the exact size and 
form. The better construction is where the bushings are bronze shells lined 
with a layer of high grade Babbitt not over 1/16 thick. 

As has already been mentioned, the upper end of the connecting rod is at- 
tached to the piston by means of a case hardened steel wrist pin. There are 
two general methods employed in attaching these two units. The connecting 
rod is sometimes clamped to the wrist pin and allows the wrist pin to oscilllate 
within the bosses of the piston, which are usually lined with bronze bushings 
pressed into the piston. This type is known as an "oscillating" wrist pin The 
other type is known as the "stationary" type; the wrist pin being securely held 
in position within the piston bosses by means of a set screw or other suitable 
device, and the oscillating motion occurs between the wrist pin and the con- 
necting rod upper bearing, which is also usually a bronze bushing pressed into 
place. 

Excessive wear makes it necessary to replace the piston pin and piston pin 
bearing Renewing of the bushings only is often insufficient as the pin is 
generally worn also. A shoulder on the pin can generally be felt or the wear 
can be detected by measuring the pin with a micrometer caliper. As a rule the 
connecting rod bearings and the wrist pin bearing wear more than the main 
engine bearings and should be examined first. 

Difficulty is sometimes experienced in removing piston or wrist pins This 
can many times be accomplished by turning down a rod that will slide freely 
through the bushing and then threading it. Over this is fitted a bushing 
slightly smaller than the hole in the piston. If the rod threaded is a standard 
i , i rea ' a standard nut ma y be used, and by screwing the nut down on 
the rod the pin may be drawn out. If the piston is aluminum a wrist pin which 
seems tight can be loosened by plunging the piston into boiling water, after 
first having removed the locking device. 

Removing piston pin bushings, if they are of the oscillating type, can be ac- 
complished by the same process as mentioned in the removing of wrist pins 
A reamer may also be used and the bushing reamed out, if the idea is to renew 
the bushing If the bushing is slotted carefully with a hack saw while the 
piston is held in a vise it will be easy to drive out. 

Removing the bushing in the upper end of the connecting rod is sometimes a 
difficult task. This can be successfully accomplished in several ways, the most 

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Theoretical Auto Engineering — Lecture III Page 6 

common of which is to open the jaws of a vise far enough so that the end of 
the connecting rod rests upon them and at the same time gives sufficient clear- 
ance for the bushing between as it is driven out. A bar of brass or steel of 
suitable diameter is used to drive the bushing out. 

Another way to remove a connecting rod bushing is to open the jaws of the 
vise wide enough to admit a piece of pipe slightly longer and larger than the 
bushing to be removed. They should be open wide enough to admit also the end 
of the connecting rod, and a steel bar, in size the diameter of the hole in the 
connecting rod and slightly longer than the bushing to be removed. By simply 
tightening the vise the bushing is forced out by the steel bar into the pipe. 

Lower connecting rod bushings or bearings will be treated under the subject 
of "Motor Bearings." 

The crankshaft is a solid, one piece steel forging. The pins and journals 
are turned to approximately the correct size with a lathe and are finished in 
a grinder to correct size within one thousandth of an inch. 

If one side of the crankshaft is heavier than the other side there will be some 
vibration when the engine runs at high speed, although the shaft may be in 
stag balance, that is, may not appear heavier on one side than on the other 
when placed on a pair of parallel knife edges or on a pair of ball bearings. It 
may tend to whip out of line slightly, when run at high speed. Each crank 
pin on the crankshaft tends to pull harder in its own direction, exerts heavier 
pressure on the bearings, and tends to pull the shaft more out of line as the 
speed of the engine increases. This tendency is offset in some engines by the 
use of counter-balances or counter-weights which are bolted or electrically 
welded to the crankshaft. 

The purpose of the crankshaft is to change the reciprocating motion of the 
piston to the rotary motion of the shaft and fly wheel. 

There is practically nothing in connection with the care of the crankshaft 
except to keep it properly lubricated to keep the bearings properly taken up. 
The subject of lubrication and bearing fitting is taken up under a separate 
heading. 

There are few repairs to the crankshaft which the ordinary mechanic can 
accomplish. When the engine has been taken down, the crankshaft can be 
measured with micrometer calipers to determine whether any of the pins or 
journals are worn out of round. A shaft which is worn undersized or out of 
round can, in the base repair unit, be put in the grinder, all the pins and jour- 
nals trued up to within ten-thousandths undersized or twenty-thousandths un- 
dersized, and new Babbitt can be fitted to the engine base, or rod and bearing 
out of line reamed to fit the shaft. This will be explained later. 

Sometimes the welding of the crankshaft is attempted. In most cases the 
attempt proves unsuccessful because the metal on both sides of the weld is 
weakened by being burned and it is almost impossible to weld a shaft so that 
it will be true without having a light cut taken off each bearing. If the crank 
is bent or sprung slightly in service it may not be visible to the eye except 
when the shaft is revolving between centers on a lathe with a tool or other 
object held stationary close to the center bearing. If it is only slightly out of 
true, proper fitting of the bearing is almost impossible. 

A shaft is sometimes straightened between centers in a heavy engine lathe 
or by being supported by its ends between suitable blocks under an arbor press. 
It is even possible to improvise a straightening process with timbers or a heavy 
automobile jack. Assuming that the shaft is bent, if it be sprung in the oppo- 
site direction with a bar, and while reld in that position the center main bear- 
ing is struck a sharp blow with a hammer, the bearing surface being first 

MTOC 



Theoretical Auto Engineering — Lecture III Page 7 

protected by a piece of brass or other available metal, the tendency of the 
shaft will be to straighten. This operation should not be attempted except in 
a heavy engine lathe. A suitable block should be procured upon which leverage 
may be obtained in using the bar. This operation is repeated again and again 
a test being made each time the shaft is sprung. In making these tests one 
should not be misled by a bearing surface of the shaft that is probably worn 
out of round ; the test should be made at the side of the bearing where little 
or no wear is liable to take place. And even then it is not the best thing for 
the lathe. In the base plant, if the shaft is bent very badly, it would be turned 
down to one of several accepted, undersized dimensions. 

It is generally a long and tedious job, depending greatly upon chance and 
the ability of the operator of the bar to guess the proper amount of pressure 
to apply and the proper place to apply it. Where there is a machine shop in 
connection with the auto repair shop, the straightening of bent crankshafts 
would come under its routine work. 

The crankcase may be used as a fixture for testing the alignment of the main 
bearings of the crankshaft with little difficulty. The case is placed on the 
bench and a strip of pasteboard about 1/64 of an inch thick placed beneath the 
front and rear bearings of the crankshaft. By these the shaft is raised from 
the center bearing and side play prevented. A pointer is then clamped on the 
side of the case at the center bearing, and by turning the shaft the amount it 
is out of true is determined. This method is quicker than testing in a lathe 
and can be used to advantage when without machine shop facilities. 

A scored crankshaft. When the engine has been disassembled the crank- 
shaft should be examined. If any rings or ridges can be seen or felt, the crank- 
shaft should be held in a vise between grooved wooden blocks and carefully 
"emery clothed." To do this properly, some fine emery cloth should be torn 
into strips about 1% inches wide and well oiled and the crank rubbed Emery 
tape is better for this work when obtainable. If the emery cloth completely 
encircles the shaft, and a long steady movement be imparted to it, there will 
be no tendency to make the shaft oval. 

It may be found that a crank pin is not only scored, but on testing it with 
calipers it is found out of true, i.e., not perfectly circular. The usual and best 
plan is to have the shaft ground true on a special grinder, but this may not 
always be possible, owing to the lack of facilities. 

The best alternative is to first file the untrue parts of the shaft with a very 
smooth file to as accurate a circular shape as is possible, testing frequently 
with calipers. A lead "lap" is then made in a set of clamps or an old rod and 
bored out to size to fit the crank pin. Paper or card shims are inserted between 
the two halves of the "lap" so that the halves can be gradually closed down 
by the bolts onto the crankshaft. The "lap" is dressed with fine emery and 
oil and worked around the crank pin by hand until a good surface is obtained. 

The flywheel of an internal combustion engine is made of cast iron or semi- 
steel. Some manufacturers of high speed motors encircle the flywheel with a 
steel band to eliminate the possibility of it "throwing" to pieces at high speed 
due to centrifugal force. 

In an automobile engine the pressure that operates from the combustion 
acts only on one side of the piston forcing it to slide only one way. After 
being forced downward, the piston must be brought upward again and this 
is done by the flywheel, which is attached to the end of the crankshaft. When 
once started the flywheel continues to revolve until friction or some other 
resistance stops it; but before this can happen, the pressure is again exerted, 
keeping it going. The flywheel being attached to the crankshaft, they re- 



M T O C 



Theoretical Auto Engineering — Lecture 111 Page 8 

volve together, and because the piston is connected to the crankshaft by the 
connecting rod, it moves with them. The piston moves downward by pres- 
sure, starts the crankshaft and flywheel, and then the flywheel in continuing 
to revolve, moves the crankshaft and piston. 

Because a gasoline engine does not operate with a continuous pressure, 
during its action the piston first moves the crankshaft and flywheel, and then 
the crankshaft and flywheel move the piston. 

The fitting of the crankshaft to the flywheel. It is essential that the flange 
of the crankshaft and the depression in the flywheel to receive it, be machined 
to fit perfectly. If there is any variation in these two diameters, the bolts 
which hold these two units together will soon loosen and a pound or knock 
will result. The proper machining is taken care of by the manufacturer and 
it is seldom that this condition arises. However, such a knock sounds very 
much the same as the pound of a crankshaft main bearing. 

Cutting teeth around the outside diameter of the flywheel into which the 
pinion of the electrical starting device may mesh, has become a popular prac- 
tice among manufacturers using electrical starting equipment. Sometimes 
the teeth are cut into the large ring gear which is bolted to the flywheel. 

On nearly all automobile engine flywheels, markings will appear on the 
circumference surface of the flywheel, which indicate the position the crank- 
shaft is to be placed for correct setting of the valves. These markings are 
different on nearly every make of car and the manufacturer's instructions 
pertaining to them must be followed. 

A cooling system is necessary for the proper working of a gasoline engine, 
because otherwise the very high temperature produced by the combustion of 
the gases in the cylinder would make the piston and cylinder red hot. This 
would, of course, destroy the lubrication and cause the pistons to freeze, and 
would cause ignition of the mixture of fuel and air as soon as it entered the 
cylinder, or at least before the end of the compression stroke. This is avoided 
by providing a cooling system, which consists of water jackets in which the 
water circulates about the cylinder wall and valves, a radiator for cooling 
the heated water, and some means of circulating the water through the system. 

Engine cylinders are sometimes cooled by air, particularly on motorcycle 
and light weight revolving cylinder airplane engines. Practically all trucks 
and cars used by the United States Army are water cooled. 

Water cooling systems are divided into two classes, the forced circulation 
and the thermosyphon circulation. The latter is seldom used on trucks. In 
the thermosyphon system the water which becomes heated in the jackets sur- 
rounding the cylinders, since it is lighter than the cold water in the radiator, 
flows upward into the top of the radiator, and is replaced by cold water which 
flows from the bottom of the radiator into the jackets. This is exactly the 
same principle as is employed in circulating water from the back of a stove 
to the water tank in the hot water system in the kitchen. 

In the force system a pump, which may be driven by gear, chain or belt, 
draws the water from the bottom of the radiator and forces is through the 
water jackets around the cylinders and out into the top of the radiator. Where 
it flows down through the radiator it is cooled before reaching the pump 
again to travel the same path. A fan, which is generally belt driven, is pro- 
vided to draw the air through the radiator and is necessary to secure sufficient 
cooling, especially when the truck or car is driven with the wind or when it 
is operated in low gear. 

Proper temperature of cylinders has much to do with efficiency and smooth- 
ness of engine operation. If the cylinders are too hot, the engine will pound 

M TOC 






Theoretical Auto Engineering — Lecture III Page 9 

and the lubrication will not be satisfactory. If the engine is too cold the fuel 
economy will generally be poor and the engine will not operate smoothly. 
If the temperature of the water is kept as high as possible without the danger 
of boiling, better economy and smoother running will result. If, after the 
engine has made a long, hard pull, the radiator is so cool the hand may be 
placed on top of it without discomfort, it is almost a certain indication that 
fuel is being wasted. 

The motometer or radiator-thei'mometer is used to indicate the radiator 
temperature, and its purpose is to prevent serious trouble bv informing the 
driver that the water is boiling or that the water is too cool for efficient 
operation. 

A device known as a thermostat is sometimes provided for regulating the 
temperature of water which circulates around the cylinders. It prevents the 
water from flowing through the radiator and becoming cooled until the de- 
sired temperature has been reached, which it maintains. Sometimes a per- 
manent shutter arrangement or simply a curtain or piece of cardboard is used 
to cover a portion of the radiator and prevent over-cooling of the engine in 
cold weather. 

The radiator for a truck may be of either honey-comb or tubular construc- 
tion. The cellular or honey-comb radiator is composed of a great number of 
cells through which the air is drawn by the fan or passed through due to the 
speed of the machine. The construction of a honey-comb radiator is rather 
delicate, and when such a radiator is used on a truck it is generally supported 
on special springs to relieve it of part of the road vibration and some of the 
twisting action to which it would be subjected if rigidly bolted to the frame. 

Tubular radiators may be made with a great number of vertical tubes pro- 
vided with a series of continuous horizontal fins to increase the cooling effect, 
or each tube may have independent fins. 

Recently a great number of truck manufacturers have adopted radiators 
built with removable top and bottom plates to permit easy inspection, clean- 
ing and repair. 

Care should always be taken to avoid filling the radiator with water which 
contains too much lime or scale forming matter. Water which produces a 
thick deposit of lime in a tea kettle will do the same in the water jackets and 
probably in the radiator. 

The stuffing boxes or glands on the water pump should be kept properly 
adjusted, that is, just tight enough to prevent leakage. The grease cups for 
lubricating the pump shaft should be given proper attention faithfully every 
day. 

Boiling of the radiator is an indication of some form of trouble. This 
trouble may be due to a great many causes outside of the cooling system. 
Driving with the spark lever in retarded position (or with the spark advance 
rod disconnected), or prolonged driving in low gear will generally cause 
boiling. A mixture entirely too l'ich or entirely too lean may be the cause of 
boiling. A loose fan belt, a broken paddle wheel in the water pump, or an 
insufficient supply of water in the radiator might also cause boiling. Ob- 
structed exhaust pipe, a dirty muffler, improper valve timing, may also have 
the same effect. In zero weather over heating is generally the result of frozen 
radiator, frozen water pipes, or inoperative water pump. 

As for cooling system troubles, the majority of them can be warded off if 
a certain amount of care is exercised in operating the car. 

However, it will be well for us to refresh our minds with the most im- 
portant troubles concerning radiation. Starting with the radiator, the fre- 
quent trouble is the leak, and, depending upon the time element, also the 
amount of damage, it can be repaired in the following manner: 

mt oc 



Theoretical Auto Engineering — Lecture III 



Page 10 



If it is a slight leak the tube can be closed by a pair of pliers; if the seams 
of the tube open, it will require a section for a new tube. The most important 
repair work in connection with radiators is soldering and one must be quite 
an expert to make a satisfactory repair. On the Class "B" Military Truck, 
if the tubes leak the cast iron header is removed and the tubes are flanged 
so they will conform with their seat in the shell casting. In repairing the 
radiator as I previously mentioned, it depends entirely upon the nature of 
the repair; for instance, I have had occasion to use small, white pine plugs, 
inserting them in the section, and when they became water-soaked they ex- 
panded and choked the leak. In this manner entire sections can be blocked 
off making a very substantial temporary repair. 

Next to the radiator, hose connections at times are troublesome- Emerg- 
ency repairs, such as taping the manifold, and then giving it a coat of shellac, 
down to replacing the hose, do not require very much consideration, as it 
does not need skilled mechanics to do this any more than to say that these 
connections should be thoroughly inspected quite regularly. 

In the water pump we sometimes meet with such repairs as broken im- 
pellers or gears, sheered shafts and stripped packing gland nuts. In former 
cases the shaft gear or impeller must be replaced and its indication is a very 
hot motor with a remarkably cool radiator, but where the stuffing box nut is 
damaged it can be temporarily repaired by peening. Should the packing gland 
require new packing, the nuts are simply backed off, the packing placed 
around the shaft, so that the packing is wrapped in the same direction that the 
nut is turned when replaced and tightened up. As we have already men- 
tioned, the tightening of this nut should be just enough to stop the leak. 
Briefly, we have outlined the general troubles, and the shop practice on this 
subject will enable you to make these repairs. 

The purpose of the carburetor is to supply a mixture of a finely atomized 
spray or a vapor of gasoline (or other suitable fuel), and air, in the proper 
proportion to burn in the cylinder of the engine. Since this mixture must 
have definite proportions of fuel and air to burn completely, the carburetor 
must maintain the proper quality at all times. Too large a proportion of 
gasoline will result in the escape of some unburned fuel and in the deposit of 
a small amount of unburned carbon in the cylinder. Too large a proportion 
of air, on the other hand, will result in some loss of power because the explo- 
sions will be weaker. The mixture of about 
15 parts of air to one of gasoline by weight, is 
correct for complete combustion, and should 
give maximum power. A somewhat leaner 
mixture will give better economy, but at the 
same time will give noticeable loss of power. 
Since it is impracticable to weigh the mixture 
of fuel and air, the operator adjusts the car- 
buretor according to the behavior of the en- 
gine. 



Figure 1 of this lecture represents some of 
the parts of a very simple carburetor. The 
gasoline from the tank flows through the fuel 
line through a screen or strainer past the float 
needle into the float chamber. When the 
gasoline raises the float to a certain height 
in the float chamber, the float, by means of a 
suitable lever or arrangement of levers, closes Fig. 1. 

the needle valve and prevents the entrance of more gasoline until some has 
been used. 




^ m i i i n i \q 



M T OC 



Theoretical Auto Engineering — Lecture III Page 11 

As the pistons travel downward in the cylinder on their suction strokes, 
the air which enters the bottom of the carburetor is drawn through the mixing 
chamber past the spray nozzle at a velocity so high that it sucks up a spray 
of gasoline from the tip of the spray nozzle. In the carburetor shown the 
mixing chamber is smaller than the main body of the carburetor so that air 
will pass through at a high velocity, even when the throttle is nearly closed 
and the engine is running slowly. The size of the opening in the tip of the 
nozzle can be adjusted by screwing the needle valve up or down to regulate 
the proportion of fuel to air. The throttle can be opened or closed to regu- 
late the quantity of charge drawn into the cylinders. 

If an engine fitted with this carburetor is primed, started and warmed up, 
and the throttle is nearly closed in an effort to make the engine run slowly 
the quality of the mixture, or the proportion of fuel to air can be adjusted by 
screwing the needle valve up or down. If the needle valve is screwed down 
too far the engine will miss and "pop back" and if it is set too lean will prob- 
ably die out entirely. This popping or back-firing takes place because a very 
lean mixture burns so slowly that there is fire in the cylinder when the fresh 
charge comes in at the beginning of the next suction stroke. If the needle 
valve is opened more the engine will run smoothly when the proportion of 
fuel to air is somewhere near correct. When it is opened still wider the mix- 
ture becomes too rich and the engine runs at a slower speed ; if it becomes 
still richer, the engine will misfire and race or lope with sooty black smoke 
issuing from the exhaust pipe and if the priming cup is open the issuing flame 
will be yellow instead of blue or purple. 

If, after the needle valve has been adjusted to give the best quality of mix- 
ture, with the throttle nearly closed and the engine running slowly, the throttle 
is opened wide to make the engine run faster or pull a greater load, a larger 
volume of air will pass through the throat of the venturi tube or mixing cham- 
ber with very much higher velocity and the quality of the mixture will become 
entirely too rich. If, on the other hand, after the needle valve has been ad- 
justed to secure the best possible qualities of mixture when the engine is 
running fast and the throttle is wide open, the throttle is closed to make the 
engine run slowly, the mixture becomes entirely too lean and the engine 
dies out. 



M TOC 



Theoretical Auto Engineering — Lecture IV 



Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE IV 

Chassis Construction 




THROTTLE LEVER 

SPARK LEVER 
DASH LIGHT 
IGNITION SWITCH 
TROUBLE LAMP SOCKET 

LIGHTING SWITCH 
AMMETER 

HAND BRAKE LEVER 

GEAR SHIFT LEVER 
GASOLINE TANK 

CLUTCH PEDAL 
FOOT BRAKE PEDAL 



ACCELERATOR 



CLUTCH BEARING OIL CUP 



OPERATING CONTROLS 



«TOC 



Theoretical Auto Engineering — Lecture IV 



Page 2 



Muffler. — It may be necessary occa- 
sionally to remove the muffler for a 
thorough cleaning if it becomes clog- 
ged up with carbon so as to cause 
back pressure and loss of power. A 
satisfactory temporary remedy, how- 
ever, can be effected by tapping it all 
over with a mallet, which will knock 
loose much of the sooty accumulation 
so it can be blown out the tail pipe. 




MUFFLER 



SCREEN- 




SHUTTER FOR 

COLD WEATHER 



DRAIN COCK 



Radiator 



M TOC 



Theoretical Auto Engineering — Lecture IV 



Page 3 




Fan 



MTOC 



Theoretical Auto Engineering — Lecture IV 



Page 4 




M TOC 



Theoretical Auto Engineering — Lecture IV 



Page 5 




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Theoretical Auto Engineering — Lecture IV 



Page 6 




CARBURETOR FILTER. 



GASOLINE SYSTEM 



M TO C 



Theoretical Auto Engineering — Lecture IV 



Page 7 



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Theoretical Auto Engineering — Lecture IV 



Page 8 



THROWOUT n 
SHAFT OILER 



Clutch Section 



CLUTCH BRAKl 




GREASE RETAINING 
FELT WASHER 

THRUST BEARING 




REAR BEARING 
GREASE CUP 



Clutch Housing and Throwout 



MTOC 



Theoretical Auto Engineering — Lecture IV 



Page 9 





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Theoretical Auto Engineering — Lecture IV 



Page 10 



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M TOC 



Theoretical Auto Engineering — Lecture IV 



Page 11 



FILLING PLUG 



DRAIN PLUG 




LOCKING LUG 
PACKING GLAND 



ORM SHAFT 
BEARING ADJUSTMENT 



DIFFERENTIAL AND WORM GEARING 



SPRING CLIP 



Rear Spring 



REBOUND CLIP 





rlLUNGl 

plug r 



OIL 

PASSAGE 




FRONT HANGER 



REAR HANGER 



M T OC 



Theoretical Auto Engineering — Lecture /V 



Page 12 



OH PLUG 



OIL RESERVOIR 

AND WICK FEE 




SHIMS FOR END 
PLAY ADJUSTMENT 



GREASE PLUG 



STEERING GEAR 



MTOC 



Theoretical Auto Engineering — Lecture IV 



Page 13 



SPRING CUP 




REBOUND CUP 



FRONT SPRING 




FRONT HANGER 



Rumcl 

PLUG J 



Jon 

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REAR HANGER 



M TOC 



Theoretical Auto Engineering — Lecture IV 



Page 14 




MTOC 



Theoretical Auto Engineering — Lecture IV 



Page 15 



H SPEED ADJUSTMENT 
CHOKE VALVE- 



LOW SPEED ADJUSTMENT 




Stromberg Carburetor 



M TO C 



Theoretical Auto Engineering — Lecture IV 



Page 16 



LOW SPEED ADJUSTMENT 




Zenith Carburetor 



MTOC 



Theoretical Auto Engineering — Lecture IV 



Page 17 




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MTOC 



Theoretical Auto Engineering — Lecture IV Page 18 

Brakes 

There is no part of a truck more neglected by the average driver than the 
brakes. They are of the utmost importance, however, and there should be no 
disregard of the precautions necessary to insure their dependable condition at 
all times. Under ordinary usage the brakes do not require any particular 
attention other than regular oiling of the connections and turning down the 
grease cups provided for the brake-shaft bearings. 

Both sets of brakes are equalized, but this does not mean that, whether the 
brake be properly adjusted or not, the action will be the same for either wheel. 
On the contrary, it is important to see that the brake-shoe clearance is kept 
uniform for both wheels. 



BRAKE CLEAR- ] ^ /^-frm 

ANCE ADJUSTMENT 1 



HAND BRAKE 




FOOT BRAKE 



LINK 
TOGGLE 

ADJUSTMENT 



SHAFT 

LINK 

TOGGLE 

ADJUSTMENT. 



JBRAKE CLEAR- 
LANCE ADJUSTMENT 



BRAKES 

Brake Adjustment. — It is very important when brake adjustments are made 
to take care not to get them so tight that they will drag, as a dragging brake 
not only gets hot and wears out rapidly, but also absorbs considerable power. 

With both wheels jacked up and both brakes completely off adjust the brake 
shoe so it has a clearance of 0.010 inch all the way around the brake drum, then 
adjust the toggles so that when the brake is pulled up tight the pin connecting 
both toggles to the lever will lack 2 inches of coming in the line of the pins at 
the brake-shoe ends of the toggles. Set the lever to which pull rod attaches 
about 15° back of center, so that when brake is applied it will be pulled up 
straight. 

Transmission 

To keep the transmission in continual good working order and minimize wear 
in its parts, it is necessary, first, to keep it filled with the proper lubricant, 

M TOC 



Theoretical Auto Engineering — Lecture IV Page 19 



and second, to master the art of slipping from one speed to another without 
clashing the gears, which may result in chipping the teeth. 

If you are careful in shifting gears, the transmission will require no me- 
chanical adjustment and the only attention necessary will be to drain and refill 
the case with fresh lubricant after the first 1,000 miles and every 5,000 miles 
thereafter. 

Small metallic particles are worn off the gear teeth and this grit, which is 
destructive to the gears and bearings, mixes with the lubricant, making it 
necessary to always remove the oil as above. After draining the case, flush 
it out with kerosene to make sure that all the gritty oil is out of the bearings. 
The case should then be filled to the level of the filling spout on the left side 
with 600-W steam-engine cylinder oil. 

In replacing the cap be sure to fasten firmly and be very careful not to let 
any dirt get into the housing. 

Universal Joints 

There are two universal joints between the clutch and transmission and 
two on the propeller shaft between the transmission and rear axle. All joints 
are inclosed in a housing and packed with heavy oil such as 600-W steam oil 
or Writmore's compound. Every 1,000 miles remove the plugs in the side of the 
cases and force the lubricant in with an oil gun. 

Front Axle 

Inspect the front axle and steering connections daily for looseness and wear. 
Looseness in the steering cross tube and the steering-gear connecting tube 
must be taken up immediately. 

On trucks equipped with grease cups at these points the grease cups must be 
turned down every day until the grease oozes from the joints. 

Where wick-feed oil cups of large capacity are supplied, daily lubrication is 
not necessary, but they must be kept well filled with oil at all times. 

Pivot-Axle Adjustment. — To provide for taking up vertical play in the 
steering knuckles, the washers at the bottom may be removed and replaced 
with slightly thicker ones. There are three thicknesses of these washers with 
0.020 inch difference between them. 

Steering Gear 

Remove the plug in the steering-gear housing every 1,000 miles and force 
in grease with a grease gun. The plug in the top of the steering column should 
be taken out every 250 miles and engine oil forced down with an oil gun. 

The steering gear can be adjusted for wear, but all lost motion apparent in 
the handwheel is not necessarily due to the steering gear and before changing 
the adjustment of the steering gear it is advisable to examine all the steering 
connections and make sure that the lost motion is not due to looseness of these 
parts. 

Adjustment. — Two shims where the steering column bolts onto the steering- 
gear housing provide a means of taking up end play of the worm shaft. 

Do not under any consideration tighten up the steering-gear adjustment to 
a point where the wheel turns hard. A tremendous pressure can be placed upon 
the steering gear by too close an adjustment, which will bind the working parts, 
cause excessive wear, and make steering difficult. The ball-thrust bearing is 

M to C 



Theoretical Auto Engineering — Lecture IV Page 20 



especially apt to be seriously damaged or even broken if the steering gear is 
adjusted too tightly. 

When the worm gearing is badly worn, remove the steering arm and turn 
the steering wheel until the worm wheel has made a quarter revolution, bring- 
ing into use a new and unworn segment of the worm wheel, then replace arm. 

Bearings 

The wheel bearings should be greased every 1,000 miles and the hubs cleaned 
out and packed with fresh grease every 5,000 miles. 

When removing the wheels or adjusting the bearings, remember that the 
nuts holding on the wheels on the right side of the truck are right-hand nuts, 
while those on the left side have left-hand threads. 

Bearing Adjustment. — Both front and rear wheels run on tapered roller 
bearings and great care must be exercised not to get them too tight. These 
bearings will revolve even when adjusted very tightly, but this is sure to 
damage the bearings and may ruin them in a few miles. 

The best method is to set the bearing up tight and then revolve the wheel 
a few times by hand, which overcomes any tendency to "back-lash." Then back 
of the adjusting nut about one-sixth of a turn, so that by grasping the opposite 
sides of the tire you begin to feel a very slight shake in the wheel. There 
should be a barely perceptible looseness. If, after you have adjusted a bearing 
to a point that is apparently correct, the locking device can not be placed in 
position without changing the adjustment, it is far better to loosen the nut 
until it can be secured with the locking device than to tighten the bearing 
adjustment. 

Wheels 

Keep the bolts through the hub flanges (on wood wheels) tightened up at 
times. A wheel will go to pieces rapidly if these bolts become loose. The 
bolts attaching the brake drums to the rear wheels should also be inspected 
occasionally for looseness. 

Wheel Alignment. — The front wheels may be thrown out of alignment by 
striking some heavy obstruction in the road. This not only makes steering 
more difficult, but is also hard on tires and bearings and the wheel itself. The 
front wheels should "toe in" slightly. A difference of % to % inch between 
the front and rear of the rims when the wheels are straight ahead is correct. 

Clutch 

Adjustment. — When the clutch is engaged the pedal, if it is properly ad- 
justed, will have at least V z inch of clearance from the under side of the floor 
board. If the pedal is allowed to touch the under side of the floor board the 





CLUTCH PEDAL ADJUSTMENT 

effect will be the same as when driving with your foot resting on the pedal; 
the clutch will slip and the thrust bearing in the throw-out yoke will suffer. 
The connecting link between the pedal and clutch throw out is provided with 



M TOC 



Theoretical Auto Engineering — Lecture IV 



Page 21 



an adjustment by which the proper clearance between the pedal and foot 
boards can be maintained. This is the only adjustment necessary as the 
springs automatically take up the wear on the clutch surface. 

Lubrication. — There are three places to lubricate the clutch, all of which 
must be attended to daily: 

1. The oiler coming up beside the hand levers lubricates the thrust bear- 
ing of the clutch throw-out. 

2. The throw-out shaft is oiled through the cup on the left side of housing 
where throw-out shaft enters. 

3. The grease cup placed at the rear of the housing lubricates the ball 
bearing at this end of the clutch and must not be neglected although it is not 
very accessible. 

The clutch plates need no lubrication. It is absolutely necessary to oil 
clutch bearings every day. 

Clutch Brake. — The clutch is provided with a brake which is brought into 
action when the clutch pedal is pushed clear down. This slows down the clutch 
and makes it easier to shift from a lower speed to a higher. When coasting 
with the clutch disengaged, avoid holding the pedal down hard as this will 
quickly wear out the facing of the clutch brake. 

Replacing Oil Pan. — Inspect the gaskets and replace if necessary, making 
sure the surfaces of oil pan and crank case are clean and smooth and free 
from dried shellac or portions of the old gasket. 

A felt gasket is placed at the bottom of 
the sump to prevent the funnel fastened to 
the steel plate from rattling. See that this 
felt washer is kept in position when as- 
sembling. 

Place blocking or a jack under the oil 
pan to hold it in place while fastening, 
but do not put any pressure under it. In 
bolting the oil pan in place, do not draw 
one nut up tight and then the next, but 
tighten them all up evenly and a little at 
a time. 

Adjustment of Valve Tappets. — Always 
use two wrenches when tightening or loos- 
ening lock nuts on valve tappets to prevent 
shearing the pin and twisting the tappet in 
its guide. The valve tappets should be ad- 
justed when the engine is warm. Use a 
gauge and do not guess at the clearance 
between the tappet and the valve stem. 
Be sure that the engine is turned so that 
the cam is not lifting the tappet you are 
adjusting above its lowest point. Adjust 
inlet-valve clearances to a uniform 0.004 
inch and exhaust valves to a gap of 0.006 
inch. 
Grinding Valves.— The valves are of tungsten steel and do not require grind- 
ing frequently. Usually once every 5,000 miles is sufficient. Do not use too 
harsh an abrasive. Any good commercial valve grinding compound will be 
satisfactory. If none is obtainable, flour of emery No. 120 grade, mixed with 




FRONT GEAR CASE COVER 



OIL RELIEF VALVE 



M TOC 



Theoretical Auto Engineering — Lecture IV Page 22 

kerosene until it forms a very thin paste, will do. Apply pressure lightly and 
always directly from above, or valve seat will both be worn out of round. 
Keep the cutting material out of cylinders and wash valve parts and guides 
thoroughly with kerosene after the valves are ground. 

Replacing Cylinder Heads.— Make sure that gasket is in good condition or 
replaced by a new one, if defective. Tighten the nuts up evenly and a little 
at a time. Before refilling cooling system, start the engine and allow it to 
run just long enough to get hot. It will then be possible to draw the nuts 
up tighter. 

Gaskets. — See that all joints with gaskets are kept tight, otherwise they will 
blow out and leak. When separating joints having gaskets, be especially care- 
ful not to damage the gaskets and always make sure that the gasket is in 
perfect condition or replaced by a new one, if defective, before reassembling. 

Cleaning Out Carbon. — Removing the cylinder heads to grind the valves 
affords an excellent opportunity for cleaning out any carbon deposits which 
may have accumulated. Carefully scrape off the carbon from all parts, brush 
the surface clean, and finally wash with kerosene. 

Dosing the engine with kerosene or patent carbon removers does not re- 
move carbon. Kerosene run through the engine by way of the carburetor 
just before grinding valves and scraping carbon will free up the piston rings. 
The lubricating oil must in this case be changed because of diluting with 
kerosene. 

Cooling System 

The Radiator.— The radiator should be kept nearly filled with clean water 
as free as possible from lime and other impurities. In filling the radiator 
keep the screen in place in the filler opening to prevent foreign matter from 
getting into the system. 

Avoid pouring cold water into a hot and nearly empty cooling system. 
Engine should first be allowed to cool. 

Carburetor and Gasoline System 

Carburetor. — Adjustment of the carburetor is rarely necessary, and before 
changing any of its adjustments be sure that there are no obstructions in the 
gasoline line, or dirt or water in the carburetor, that manifold connections 
are absolutely tight and free from air and leaks, that valves and valve stems 
do not leak, and that there is good compression and a hot spark in all cylin- 
ders. The only things which justify a readjustment of the carburetor are: 
Extreme change in weather conditions, extreme change in altitude, or the 
use of an entirely different grade of fuel. 

If the mixture is too rich, it will be indicated by black smoke discharged 
from the exhaust accompanied by a strong smell. The engine will be sluggish 
and slow to accelerate and have a tendency to overheat. Before changing 
the carburetor adjustment see if the air choke is not partially closed. 

A lean mixture is indicated by backfiring in the carburetor especially when 
the motor is running slowly and the throttle opened suddenly; also by firing 
in the muffler when descending hills with the clutch engaged and by a lack 
of power and missing, especially at low speeds. This may be due simply to 
the fact that the engine is too cold. 

Never attempt to adjust the carburetor unless the engine is well warmed up. 

Adjustment of Stromberg Carburetor.— To set the high-speed adjustment, 

advance the spark to the position for normal running and open the throttle 



MTOC 






Theoretical Auto Engineering — Lecture IV Page 23 

to give a motor speed of approximately 750 revolutions per minute. Then 
turn down on the high-speed screw gradually, a notch at a time, until the en- 
gine begins to slow down. Then turn up the same screw until the engine runs 
at the highest rate of speed for that throttle opening. 

To adjust the low-speed screw retard the spark fully and close the throttle 
as far as possible without causing the engine to stop. If when idling the 
motor tends to roll or "load" it is an indication that the mixture is too rich 
and therefore the low-speed adjusting screw should be turned out, permitting 
the entrance of more air into the idling mixture. The low-speed adjustment 
is best made by turning the screw in or out a notch at a time and carefully 
observing the smoothness with which the engine idles. 

After satisfactory adjustments have been made with the engine running 
idle, it is most important and advisable to take the truck out on the road for 
further observation and finer adjustment. If upon rather sudden opening of 
the throttle the engine backfires, the high-speed adjusting screw should be 
opened one notch at a time until the tendency to backfire ceases. On the 
other hand, if when running along with open throttle the engine "rolls" or 
"loads" the mixture is too i*ich and the high-speed screw must be turned down 
a few notches. 

Always set the adjustment for the leanest mixture on which the engine 
will run satisfactorily. This will not only save gasoline but will help to pre- 
vent carbon deposits, dirty spark plugs, pitted valves, and overheating. 

Adjustment of Zenith Carburetor. — The low-speed adjustment is made the 
same way as with the Stromberg carburetor. Turning in the screw restricts 
the air entrance and gives a richer mixture. There is no high-speed adjust- 
ment for the Zenith carburetor, as this is determined by the size of the jets 
and air passages when the carburetor is made and can not be changed without 
installing new parts of different size. 

Adjustment of U. S. A. Standardized Carburetor. — Although slightly differ- 
ent in construction, the directions for adjusting the Zenith also apply to the 
standardized carburetor, the idling mixture only being adjustable. This is 
regulated by manipulating the low-speed adjusting screw, as directed in the 
instructions for the Zenith carburetor. 

Gasoline System. — The main gasoline supply is carried in the large tank on 
the dash. A reserve supply is carried in the tank under the seat, but as the 
reserve tank is not piped to the carburetor, its contents must be transferred 
to the dash tank in order to be used. Never fill the tanks while the engine 
is running. When filling the gasoline tanks be careful of open lights, because 
gasoline vapor travels. 

Strain the gasoline, if possible, to separate all dirt and water which it may 
contain. Little particles of dirt may cause a great annoyance by getting into 
the carburetor, and even a small amount of water is sufficient to cause serious 
carburetor trouble, and if allowed to accumulate in sufficient quantities in 
cold weather may cut off the supply altogether by freezing in the pipe line 
or the small passages of the carburetor. 

The drain cock in the trap under the gasoline tank should be opened for an 
instant every 250 miles to let out any foreign matter. 

Remove the plug in bottom of filter under the float chamber occasionally 
to drain the carburetor and gasoline line. The screen should be removed 
and cleaned. 

The supply of gasoline should be shut off at the tank whenever the truck 
is stopped for any length of time. 

MTOC 



Theoretical Auto Engineering — Lecture IV Page 24 



: 



Springs and Shackles 

Keep the spring clips tight. They must be examined daily. The wear be- 
tween the leaves of the springs, especially when new, loosen the clips. Spring 
breakage is much more likely to occur if the spring is not held firmly to its 
seat. 

Inspect the rebound clips frequently also and tighten or replace them if 
necessary. 

These precautions are easily taken and will much prolong the life of the 
springs. 

Every 5,000 miles jack up the frame of the truck to take the weight off 
the springs, remove the rebound clips, and, separating the leaves with a chisel 
or screw driver, lubricate between the leaves with a mixture of graphite 
and oil. 

Tires 

The following points should be kept in mind in order to get the maximum 
service out of the tires: 

1. Overloading and overspeeding causes excessive tire expense. Over- 
work takes the "life" out of rubber. 

2. Remove oil and grease from the tires, as it decays the rubber. 

3. Keep the tires from excessive heat. It destroys the wear-resisting 
quality of rubber. 

4. Always get the truck under way before turning the steering wheel, 
or the fastenings of the tires will be strained. 

5. Start and stop gradually. Sudden stops and starts are bad for the 
whole truck, but particularly hard on the tires. 

6. Running along the street-car rails grinds down the edges of the tires. 

7. Pick your way on the road, avoiding obstacles and road irregularities. 

8. When storing the truck for any length of time, jack up the wheels to 
relieve the pressure on the tires. 

Shifting Gears. — The 4-speed selective transmission is of the usual type and 
it is of course necessary to disengage the clutch before attempting to place 
any of the gears in mesh or shift from one speed to another. 

The position of the lever to engage the various speeds is indicated by the 
numbers on the gear shift lever quadrant. 

When starting the truck, if the first speed gears do not slip into mesh easily, 
do not try and force them. Let the clutch in until the gears are rotated 
slightly and try again. 

Changing from a low speed to a higher requires that the engine be slowed 
down during the time the clutch is out and before engaging the next higher 
gear. A short pause in neutral before shifting into the higher gear allows 
the clutch to slow down, so that the gears will slip in quietly. 

In changing from a higher gear to a lower, disengage the clutch and, shift- 
ing to neutral, allow the clutch to engage for an instant, at the same time 
quickly speeding up the engine; then release the clutch again and engage the 
lower gear. 

When road or traffic conditions necessitate shifting to a lower gear, always 
shift soon enough and to a low enough gear to prevent the engine laboring. 

M TO C 






Theoretical Auto Engineering — Lecture IV Page 25 

Never attempt to engage the reverse before the truck has come to a dead 
stop. Not only would gear stripping be very likely to result, but there would 
be a heavy strain thrown upon other parts of the chassis. 

The Pump. — The packing glands will need tightening up occasionally to pre- 
vent leakage. The gland nut on the forward side of the pump has a right- 
hand thread while the one on the rear has a left-hand thread; hence both 
nuts are turned in the direction in which the shaft rotates to tighten them up. 
A slight pressure is all that is necessary to prevent leakage. If screwed up 
.too tightly, the pump spindle will not revolve freely and the packing will be 
worn unduly. A few drops of oil on the gland nuts will keep them lubricated 
and permit of easy adjustment. 

Use candle wicking soaked with white lead for packing or any good standard 
packing and always remove the old material from the gland before applying 
the new packing. 

Lubrication of Pump. — Grease cups on pump must be kept filled with hard 
grease and turned down daily not only to lubricate the bearings but also to 
preserve the packing and prevent leakage. 

The Fan. — Remove the plug in fan hub every 250 miles and oil the fan bear- 
ings. Every 5,000 miles, dismount the fan, clean out hub and bearings and 
pack with fresh grease. 

Fan Belt. — If too loose the fan belt will slip; if too tight the belt will not 
last long and needless wear on the fan bearings will follow. Maintain just suffi- 
cient tension on the fan belt to prevent slipping. 



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Theoretical Anto Engineering — Lecture V Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE V 

Lubrication 

The purpose of lubrication is to reduce friction. Friction is the force which 
retards the movement of one surface upon another. Wherever two materials 
are rubbed together, the friction between them generates heat. This idea is 
made a little clearer when it is remembered that the Indians used to rub 
two sticks together until the friction generated enough heat to cause the 
sticks to take fire. The same idea applies to metals. No matter how smooth 
a piece of metal may appear to the unaided eye, if looked at through a micro- 
scope, it will appear as rough as a file. Naturally, the smoother or more 
polished the metal is, the less friction will be caused; but no matter how 
"finished" the metal, friction, heat and wear will take place, unless some lubri- 
cant is used to prevent it. 

When a lubricant, as oil or grease, is placed between two metals, it fills 
all the microscopic depressions, and makes a smooth film between them. Theo- 
retically, therefore, two moving metal parts between which there is a film of 
oil, will not touch each other but will be prevented from actual contact and 
the resultant wear by the film of oil or other lubricant. The more rapid the 
movement of the parts, or the greater the pressure, the more lubricant is 
required. A bearing in which a shaft is turning at a constant speed demands 
a constant supply of oil, which must be fed to it regularly as required. All 
moving parts of an automobile must be lubricated. The faster moving parts 
are subjected to greater heat than the others, and the form of lubrication must 
vary to suit the needs of those different conditions. In the gasoline engine, 
the parts move at very high speed. The heat thus generated added to the heat 
of the explosions, conducted through the metal, results in a high temperature. 
These parts, therefore, must be supplied with a pereptual bath of oil while 
in operation. 

Various systems are used for supplying the parts of the engine with a plen- 
tiful supply of oil. These systems may be classified under main headings, 
namely, Splash systems and Force Feed systems. The "Simple Splash" sys- 
tem is obsolete, but will be described as it is the foundation of the circulating 
splash system. 

Simple Splash System. — In this system, the crankcase is filled with oil to 
such a depth that the bottom end of the connecting rod dips into the oil as it 
revolves, and splashes the oil to all parts of the crankcase bearings, and the 
fine spray or "oil-fog" caused by the lower part of the pistons when they are 
at the bottom of their stroke, is carried up into the cylinders. Thus the entire 
motor is lubricated by the splash created by the impact of the connecting rod 
bearings against the oil. 

As the oil in the crankcase is used up, more must be added to maintain the 
proper level. This may be accomplished by pumping it to the crankcase from 

MTOC 



Theoretical Auto Engineering — Lecture V 



Page 2 



PLATE NO. 1. LECTURE NO. 5. 



Sight Feed 




J Oil Level Indicator 



Oil Level 
Cork Float 



Oil Sump 
Drain Cock 



Circulating splash oiling system, 



mto c 



Theoretical Auto Engineering — Lecture V Page 3 

a supply tank by a hand pump or by pouring oil into the breather pipe (open- 
ing in crankcase). 

While the simple splash system is quite satisfactory when the engine is 
level, the great drawback of this system is, that if the motor is inclined, as 
when the car is going up or down hill, the oil runs to one end of the crank- 
case or the other, so that there is no oil at the opposite end. Consequently 
the cylinder and bearings at one end get an over supply of oil, and those at 
the other, none, causing them to run dry and burn or seize, if the engine is 
in an inclined position for too long a time. This condition can be somewhat 
overcome by dividing the crankcase vertically by "baffle-plates," although this 
scheme only partly remedies the difficulty. On account of this danger, that 
all of the bearings will not get a sufficient supply of oil all the time, the 
simple splash system is now never used on automobiles. 

Circulating Splash (Pump Over). — This is a system which works on the 
same principle as the simple splash, but has improvements which overcome the 
disadvantages of the latter, and provide a constant supply of oil for all the 
connecting rod "scoops." "Oil-scoops" are usually attached to the connecting 
rod bearing to assist in splashing the oil. These consist of a small piece of 
pipe about an inch long, which is threaded and screwed into the lower bearing 
cup. One side of the pipe is cut away, so that it has the appearance of a 
sugar-scoop. The lower crankcase in this system is divided by an oil "pan," 
which has depressions, or troughs so arranged that when the pan is placed in 
the crankcase, these troughs come directly under the connecting rod bearings. 
A supply of oil is held in the crankcase space beneath this pan. This lower 
space is called the "Sump" of the motor. An oil pump is used to draw the 
oil from the sump through pipes to the main crankshaft bearings. As it over- 
flows from these bearings, it is thrown against the sides of the crankcase by 
the centrifugal force of the revolving crankshaft. 

Oil "gutters" on the sides of the crankcase, lead the oil down to all the 
troughs, under the connecting rods, which splash it to all parts of the motor 
as in the simple splash system. The main improvement of this system over 
the simple splash is that the troughs under the connecting rods will always 
have oil flowing into them at all times, no matter at what angle the motor 
may be, and a constant level of oil for each connecting rod "scoop" is assured. 
Holes in the "pan" allow the oil to return to the sump. 

The pumps are usually either of the "gear type" or the "plunger type." 
The gear pump consists of two spur gears which are "in mesh" with each 
other, and are turned by a shaft and spiral or bevel gears from the camshaft. 
As two spur gears turn in a close fitting housing the oil is carried by their 
teeth. The plunger pump is usually operated by an eccentric on the cam- 
shaft, which makes the plunger go up and down. This pump may be regu- 
lated by adjusting the length of the plunger, so that it will have a longer or 
a shorter stroke, and will consequently pump more or less, as desired. 

A cork float, together with a vertical wire which acts as a level-gauge, is 
the usual indicator of the amount of oil in the sump or reservoir. The reser- 
voir should always be kept more than two-thirds full. A sight feed is also 
placed on the dash in front of the driver, so he can actually see the oid run- 
ning. If the oil stops running through the sight feed, the engine must be 
stopped at once, and the trouble located. A lack of oil in the crankcase, leaky 
connection in the oil pipe from the pump to the sight feed, dirt, or faulty 
pump may be the cause. A fine copper mesh screen is always located where 
the oil enters the pump, and this screen sometimes becomes clogged with dirt 
which interferes with the circulation. The screen usually comes out with the 
drain plug and should always be cleaned when the oil is changed. 

M to c 



Theoretical Auto Engineering — Lecture V 



Page 4 



Oil Level Indicator 



Adjustable Pressure 
Relief Valve 




Pressure Gauge 



Oil Supply 
Main 



Oil Screen and Pump 



Main Engine Bearing 
Showing Oil Groove 
and Passage 





Overflow Through Hollow 
Piston Pin 



Full Force Feed Oiling System. 



MTOC 



Theoretical Auto Engineering — Lecture V Page 5 

Plain Force Feed System. — In this system, the oil is forced by a pump from 
the oil sump through tubes to the main crankshaft bearings and then through 
ducts drilled through the crankshaft to the connecting rod bearings. The oil 
flies from these bearings as they whirl around, and the oil is sprayed to all 
parts of the motor. This system very seldom uses the splash system in con- 
nection with the force feed, although it is sometimes done. In this case the 
oil would drip down and run into troughs, where it would be splashed by the 
connecting rod bearings. 

Full Force Feed. — This system uses a plunger-type pump which forces the 
oil under high pi'essure to the main bearings. From the main bearings, the 
oil is forced through the hollow crankshaft to the connecting rod bearings. 
A hole is drilled in the crankpin, and another in the bearing cap, as the crank 
revolves, the bearing is not only lubricated itself, but as the two holes come 
together each revolution, the oil is forced to the piston pin and bearings by a 
copper tube attached to the connecting rod. The excess oil at the connecting 
rod bearing is thrown against the side of the crankcase by the centrifugal 
force of the revolving shaft and splashes in a fine spray all over the interior 
of the engine. 

In the Pierce-Arrow and Packai'd Trucks, the oil pressui'e is adjusted by 
means of a pressure-i-elief valve, instead of by adjusting the length of the 
stroke of the oil pump. The pressure relief valve consists simply of a valve 
located near the pump and strainer on the side of the crankcase, and the ad- 
justment is by means of a nut increasing or decreasing the spring tension; 
the greater the tension, the greater the pressure. Instead of a sight-feed on 
the dash as in the circulating system, this system has a pressure gauge. This 
gauge should show a pressure from 5 to 30 lbs., according to the type of 
pump and speed of motor. Should the gauge show no pressure, the engine 
should be stopped at once, and the trouble remedied. Too much pressure may 
indicate a clogged pipe. The pressure may be regulated by adjusting the 
plunger-pump, as described before, or by adjusting the "spring and ball" if 
this type is used. 

Where the full force feed oiling system is used, the oil in the crankcase 
should be drained out, the crankcase washed with kerosene, and filled with 
fresh oil every 500 miles. In other systems, this should be done every 1,000 
miles. 

The process of changing the oil is accomplished as follows: (1) Unscrew 
drain plug at bottom of oil sump, draining oil into pail or other receptacle. 
(2) Replace drain plug. (3) Pour about a gallon of kerosene into crankcase 
through the "breather" pipe. (4) Crank the engine for about a minute either 
by hand or starter. Do not start the motor under its own power. (5) Remove 
drain plug and allow kerosene to drain out completely. (6) Fill crankcase with 
fresh oil to the proper level. (7) Crank engine over several times before 
starting, in order to get the fresh oil into bearings, and started into its proper 
channels. 

Only the best grades of oil should be used in a gasoline engine. The oil 
should have good cohesion (viscosity) and a high flash-point and fire test in 
order to give proper lubrication in a motor, for the heat in the cylinders 
(about 400° F.) will 'break-down" or burn up a cheap unstable oil. An en- 
gine can be actually worn out in about one-third of its natural life by using 
poor oil. Follow the recommendations of the manufacturer in the matter of 
oil whenever possible. 

The use of a poor grade of oil, but especially lack of sufficient oil will cause 
all the bearings and pistons to swell, and if allowed to run, the motor will be 

MTO C 



Theoretical Auto Engineering — Lecture V Page 6 

ruined by burnt out bearings and "scored" cylinders. Lack of sufficient oil 
can be usually detected by a smell of burnt oil coming from the engine, and 
metallic "knocks.'" 

Unless an engine is new, or has very tight fitting pistons and rings, too 
much oil in the crankcase will result in an excess of oil working up into the 
cylinders, past the pistons and into the combustion chamber, where it will be 
burned, and leave a carbon deposit. No oil is able to withstand the heat of 
the combustion chamber, but the poorer the oil, the greater the carbon de- 
posit. If an engine gives trouble by constantly carbonizing and smoking, the 
trouble may not be too much oil, but leaky pistons and rings. If the oil is 
kept at the proper level in the crankcase, and the spark plugs are being con- 
stantly fouled and oil soaked, and carbon is formed rapidly and blue oil smoke 
comes out of the muffler, the trouble may be attributed to leaky piston rings, 
and perhaps pistons as well. New rings, or rings and pistons should be in- 
stalled, as the case requires. After an engine has been run many thousand 
miles, especially if poor oil has been used, the cylinders will be worn oval by 
the side thrust of the pistons. In this case, the cylinders must be rebored, 
and oversized pistons fitted, or a new cylinder block and pistons installed. 
Badly scored cylinders will cause a bad leakage of oil into the combustion 
chamber. The cure for this trouble is the same as for the oval cylinders, 
although the use of heavy oil and a teaspoonful of graphite in the crankcase 
about every thousand miles will help somewhat. 

If it is not practicable to rebore the cylinders or fit new pistons, excessive 
"smoking" caused by the motor "pumping oil" up into the combustion chamber 
may be eliminated to a considerable degree by "champfering" (beveling) 
the lower of the three compression rings at the top of the piston so that the 
oil will be collected in the little grooves formed by this process. Very small 
holes are then drilled through the piston at the bottom of this piston ring 
groove at a 45° angle, so that the oil will run into the piston and back to the 
crankcase. Some manufacturers cut an extra groove in their pistons just 
below the upper ring grooves and drill holes in the extra oil-grooves for this 
purpose. 









M T o c 



Theoretical Auto Engineering — Lecture VI Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE VI 

Lubrication 

The purpose of lubrication is to reduce friction. Friction is a force which 
retards the movement of one surface upon another and if continued produces 
excessive wear and great heat. A surface which appears smooth and highly 
polished to the unaided eye will, when examined under a strong magnifying 
glass, appear uneven and scratched. Surfaces which rub together should be 
as smooth as possible. Oil prevents this excessive wear by forming a thin 
film on each of the two surfaces like a sheet of ice on a cement sidewalk. If 
one i*ubs his hands together for only a short time, the skin of the palms soon 
becomes heated, but if a few drops of oil or grease are placed between the 
hands, a great difference is noticed and it will require a longer time to heat 
the skin than before. Therefore, lubrication is necessary to prevent heat, and 
nothing causes more trouble and more expense than improper lubrication. 
To keep a car running smoothly and continually, there is nothing more neces- 
sary than systematic lubrication. 

Friction means wear and heat. Therefore, proper lubrication is absolutely 
essential. 

Properties of Oil. 

At the present time most of the oils used for engine lubrication are mineral 
oils made by distilling crude oil. A good cylinder oil should have three main 
l'equirements. First, it should have a high "fire test," that is, it should be 
able to retain its lubricating qualities at a high temperature (often as high 
as 400 to 500 degrees Fahrenheit). Second, it should not leave any acid or 
.residue. This would cause undue wear and if the engine were allowed to 
stand for a time without use would cause rusting of the highly polished bear- 
ing surfaces, thereby increasing friction. Third, it should be able to with- 
stand reasonably cold weather without becoming solid. In a cold climate, it 
is desirable during winter to use a cylinder oil with a sufficiently low "cold 
test" that will not become so stiff as to make cranking too difficult or to pre- 
vent its flow to the bearing surfaces. In cold weather the engine should be 
run slowly for a few minutes before its speed is increased, especially if it has 
to pull a heavy load. This is done in order to loosen up the stiff and frozen 
oil, thereby insuring proper lubrication. 

Clutch Lubrication and Care. 

Disc or plate clutches are sometimes designed to run dry, in which case 
rubbing surfaces are generally faced with asbestos. Special grease or oil 
cups are then provided to permit oiling of the bearing surfaces, such as the 
throw-out collar and the bushings where the shaft turns when the clutch is 
brought to rest in released position. 

M T o c 



Theoretical Auto Engineering — Lecture VI Page 2 

Other disc or plate clutches are sometimes designed to run in a bath of oil. 
Such a clutch may have an asbestos facing or may have metal plates working 
against metal plates. When a clutch runs in oil the film of oil must be 
squeezed out between. the discs before the clutch takes hold. When a clutch 
is designed to run in oil the housing should be drained, flushed out with kero- 
sene and refilled with light oil from time to time as directed by the manu- 
facturers in their instruction books. 

The leather of a leather faced cone clutch should be kept soft and pliable 
by frequent applications of neat's-foot oil. If any form of housing is pro- 
vided so that a small quantity of oil is retained to keep the leather at all 
times soft and pliable, the residue should be washed out and the oil renewed. 
The quantity added should not be more than that recommended by the manu- 
facturer. The hub of the clutch is very often provided with a plug so that it 
can be kept filled with soft grease or heavy mineral oil. 

Care and Lubrication of Transmission. 

The most satisfactory lubricant for the sliding gear transmission is a heavy 
molasses-like mineral oil. This has the property of following the gear teeth 
and maintaining satisfactory lubrication, and the gear teeth do not cut tracks 
in it as they would in hard grease. Metal particles which are worn from the 
gear teeth when the gears clash sink to the bottom and do no harm if the 
transmission lubricant is semi-fluid, but if hard grease were used, these 
particles would be carried between the gear teeth or into the ball or roller 
bearings, causing wear, noise and possibly even breakage. 

When the case is filled, the manufacturer's instructions concerning depth 
and quantity should be followed. In general it is necessary that the oil come 
up at least to the bottom of the lower shaft so that all the gears will be properly 
lubricated. In addition, if the case is filled to the top it is almost certain that 
the oil will work out past the bearings. Packing rings are generally provided 
on the shafts to hold the grease and exclude sand and dust. 

Every two thousand to five thousand miles, as recommended by the manu- 
facturer, the lubricant should be drained from the gear case and the case 
flushed out with kerosene and refilled. 

Lubrication. 

Lubrication is probably the most impoi'tant detail in connection with the 
care of the rear axle. 

To insure effective lubricating of the driving gears of the differential mech- 
anism, the rear axle housing should be kept filled to such a depth that the 
driving gear will dip an inch or an inch and one-half in heavy mineral oil 
about the consistency of molasses (similar to 600-W). This will follow the 
gears as compared with hard grease in which they might cut tracks. Particles 
of metal worn or chipped from the corners of the gear teeth will sink to the 
bottom of this heavy oil; whereas with grease the particles might be carried 
in suspension into the gear teeth and bearings where they would cause noise, 
wear or even breakage. 

Stiff grease should never be used in the rear axle housing if it is tight 
enough to hold a heavy molasses-like oil or a light bodied grease. 

The rear axle housing should never be filled with a lubricant to a greater 
depth than that recommended by the manufacturer in his instruction book 
(sometimes indicated by a high level drain plug). 

MTOC 



Theoretical Auto Engineering — Lecture VI Page 3 

The use of a small amount of finely divided flake graphite mixed with a 
heavy oil or light grease in a bevel gear rear axle is often recommended by 
the manufacturer. 

The grease cups and oil cups on various points of the rear axle assembly 
such as on the brake shafts, springs, saddles, torsion and radius rods, etc., 
should be filled faithfully. 

The differential case should be drained, flushed with kerosene, and refilled 
every 2,000 to 5,000 miles as recommended by the manufacturer. 



MTOC 



Theoretical Auto Engineering — Lecture VII p age j 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 

THEORETICAL AUTO ENGINEERING 

LECTURE VII 

Repairs Made by Company 

We shall take up in this lecture the repairs of the company. 

Company repairs consist of keeping nuts and bolts tight, cleaning spai'k 
plugs, trimming solid tires, making minor adjustments to electrical, oiling 
and cooling systems, cleaning crank case, changing oil and gi-easing transmis- 
sion and differential at proper time. In addition, company mechanics and 
drivers must report at once parts that show undue wear, breakages and sus- 
pected trouble without delay. Where the repairs are beyond the facilities 
of the company mechanic and the light repair truck, the Company Commander 
should arrange at once that this truck be sent back to the service park with 
all speed. No extensive repairs are undertaken in the company, such as tear- 
ing down the motor or any of the other assemblies such as transmission, rear 
axle, etc. In the first place, the company mechanic has not the equipment 
to do this work and in the second place, it would require too much of his time, 
and mean that he would have to neglect minor adjustments and upkeep work 
on the rest of the trucks, all of which is important. 

The company mechanic is also responsible for the tool equipment on the 
light repair truck, which is part of the company equipment. He signs for 
these tools from the Company Commander; he signs for all spare parts and 
motor supplies issued to the company, and he issues all these things out to the 
assistant mechanics or drivers on memorandum receipts so that he has his rec- 
ords clear and in order at all times. The company mechanic is charged with 
the responsibility of keeping up the unit equipment list of the repair truck 
and the cargo trucks, and this is done by requisition on the service park for 
tools that have been broken or worn out and for supplies that have been 
issued from the light repair truck. There is a unit equipment list for every 
type of vehicle that is operated in France. This unit equipment list includes 
all the necessary tools and a few small parts and supplies which should be 
carried with the vehicle at all times. Whenever tools are lost, broken or worn 
out the driver must immediately notify his Commanding Officer and arrange 
for the replacement of these articles without delay. As far as possible, such 
articles are replaced from the stock kept in the light repair truck. Everything 
about the truck that can be taken off or removed in any way is entered on 
this unit equipment list. The drivers are pecuniarily responsible for every- 
thing appearing on the list. 

The proper handling of a vehicle on the road will save a large amount of 
repair work in the company, and will save spare parts, the value of which in 
France cannot be overestimated. I want every one of you to consider this 
fact when driving. Conserve your brake lining by intelligent use of the 
brakes. If you have a long hill to go down, throw your car into first or second 
gear, and only use your brake to bi'ing the car to a dead stop on the hill. 
When it is necessary to make an emergency stop with the brakes, do not hold 

M TO C 



Theoretical Auto Engineering — Lecture VII Page 2 

the brake on until it gets heated up and burns out the lining. When you get 
into a hole or a bad place and are stuck, be careful not to rip the facing off 
your clutch or strip your rear axle pinion. Never allow your truck to be 
overloaded. If approaching a bump or hill, slow down in order not to run 
the risk of breaking a spring. Never attempt to back your ti'uck unless you 
have some one walking back of it or standing in front of the truck to show 
you which way to go, and so avoid smash-ups and accidents. 

We will take up next the responsibility of the drivers. There seems to have 
been a great deal of discussion and some misunderstanding as to how far the 
driver should be educated in the mechanical construction of his vehicle. Some 
have said that he should not have any instruction except in driving and that 
he should be entirely ignorant of the theory and practice of automobile en- 
gineei'ing. That has not been our experience, and on the contrai-y we have 
tried to give the driver every bit of instruction along that line that the time 
affoi-ded while he was going through school. If he were there for any length 
of time he kept delving further into the construction and adjustment of the 
vehicle which he was operating, both the theoretical and the practical, so 
that when he was through with his training he knew when shifting into first 
gear just what was happening in the transmission, and he also knew the dif- 
ference between a surge in the motor caused by the carburetor being badly 
adjusted, and a surge due to two cylinders not firing properly. A driver is 
very often called upon to make minor adjustments himself under the super- 
vision, if possible, of a company mechanic, but the company mechanic cannot 
be everywhere at once and the driver has to be able to do these things. The 
driver is responsible for the proper cleaning of his vehicle. Perhaps this does 
not sound important to you, but it is highly important. We have suffered a 
great deal of criticism in France in the American Army by the appearance 
of our trucks and cars. They were not washed, mud would remain on them 
for weeks; they were not properly lubricated. Drivers were sloppy in ap- 
pearance and driving and very often they would pull up at some divisional 
headquarters alongside a British headquarters staff car or a French headquar- 
ters staff car. The comparison was terrible to look upon. The British or 
French cars would be as bright as a new penny, although in service perhaps 
for three or four years. Every bit of brass and metal was shined up, the 
frame, the drive shaft and rear axle housing, ordinarily neglected by you and 
me, were thoroughly cleaned up. You could put your hand on any part of the 
car. That is why those vehicles are running after four years of service. The 
cleaning of the vehicles should be done every day. There is one part of the 
cleaning that can be done every day and must be insisted upon by every Com- 
pany Commander, non-commissioned officer and mechanic, and that is that 
the dirt and dust be cleaned from the spring shackles and all the moving parts 
of the vehicle. That is absolutely essential, because, if I could go into the 
spare parts end of it with you and the troubles we have had' and the troubles 
we will always have in keeping spare parts in France it would very nearly 
bring tears to your eyes. We have not had anywhere near a sufficient stock 
of spare parts for any of the vehicles in France up to the first of May this 
year. The lack of spare parts is a very serious proposition in France. The 
proper cleaning of the car will cut down the demand for spare parts tre- 
mendously. 

The next thing is the lubrication of the car. There are certain things which 
must be done every day, certain things which must be done at stated inter- 
vals such as every 250, 500, 1,000 and 2,000 miles. You must know the 
M.T.C. manual backwai'ds and study up on those things which are to be done 
at the various periods. 

M T o c 



Theoretical Auto Engineering — Lecture VII Page 3 

In addition to lubrication, there are other things which must be done at 
the stated intei-vals before mentioned. I will enumerate them to you and 
you will find all of these rules in the manual beginning on page 69. 

(a) Care must be given to appearance, as well as to mechanical perfection. 
See that the body and wheels are cleaned of dirt, and inside of body cleaned 
out. 

(b) Be on the lookout at all times for all leaks, and for unusual noises; 
find the cause immediately and remedy it. 

(c) In screwing up grease cups always make sure that the grease has 
actually been forced into the bearing. 

(d) Never cut out the muffler. 

(e) Never, under any circumstances, fill the gasoline tank or work on the 
carburetor in the presence of a naked flame or an oil lantern. If this work 
must be done in the dark, use an electric torch. 

After each run: (To be done as soon as truck returns from run.) 

(a) Fill up gasoline tanks (including reserve supply), oil lanterns, head- 
lights and genei - ators. 

(b) Drain carburetors. (Much water and other impurities are often found 
in gasoline.) In freezing weather drain radiators. 

(c) Remove mud and dirt from places in immediate proximity to joints 
and moving parts, such as reach rod joints, spring shackles, distance rod 
hangers or joints, torsion rod joints, and springs. 

(d) After removing dirt turn down grease cups at all places one turn. 

(e) Examine and tighten all loose nuts, screws, etc., including those of 
the wood-work. 

(f ) Wash entire truck, if possible. 
At end of 250 miles: 

(a) Fill up all grease cups and see that oil holes are not stopped up. 

(b) Clean motor and pan under motor; clean spark plugs; oil magneto 
(only drop or two) ; clean carburetor. 

(c) Examine clutch; permit no oil on a leather faced clutch. 

(d) Transmission Case; fill with lubricant if necessary. 

(e) Brakes; examine and regulate tension. 

(f) Chains; examine tension. 

(g) Clean oil strainers. 

(h) Examine all wiring as to insulation and connections. 
( i ) Go over all nuts and bolts. 
At end of 1,000 miles: 

(a) Drain crank case, wash with kerosene, and fill with fresh oil. (Save 
old oil to return to service park.) 

(b) Jack up body and clean and grease spring leaves. 

(c) Remove chains, bathe in kerosene, clean with brush, grease and put 
back. 

(d) Fill differential with oil. 

(e) Examine all grease boots and clean and refill, if necessary. 

I want to caution all of you to be constantly looking for loose nuts and 
connections and be constantly tightening these things. Our spart parts situa- 
tion in France will always be a serious one. We will never have as many 

MTOC 



Theoretical Auto Engineering — Lecture VII Page 4 

parts as we need and you will seldom have the supplies and parts when you 
need them. For this reason, whenever your truck stops to load or unload, or 
whenever you arrive in the park and have a few minutes, go over your truck 
very carefully from the front bumper through to the tailgate and see that 
everything is tight and that no defects or mechanical troubles are liable to hold 
you up on the road. The Motor Transport Corps in France is charged with mov- 
ing the freight of the A.E.F. We cannot move freight if your truck is out of 
commission. Troubles corrected before they become serious prevent excessive 
demands for spare parts, decrease the work of the company mechanic, of the 
service park, of the overhaul park and of the reconstruction park and greatly 
simplify the maintenance problem. A burnt out or frozen bearing is inex- 
cusable and in France is cause for court-martial proceedings in every case. 
You will not be able to give any reason whatsoever for trouble of that nature. 
There is no excuse and none will be accepted. I have been an Inspector of 
Motor Transportation for several months back in France. I know whereof 
I speak and I know that the causes of breakdowns in the Motor Transport 
Corps were in 7 cases out of 10 due to the inefficiency of the drivers of the 
vehicles. These drivers were not properly trained. They had no conception 
of discipline before going to France. They were slovenly in their personal 
appearance. Their trucks were dirty, not properly lubricated, parts were 
lost off the trucks, thereby tying up that piece of equipment for days and 
sometimes weeks, bearings were burnt out, brakes burnt out, clutch facings 
ripped off unnecessarily, radiators smashed, and the vehicles generally not 
able to handle the freight. The things I have mentioned here, if allowed to 
continue, are nothing short of criminal offenses which at this time deserve the 
strictest disciplinary action. Both the driver and the company mechanic are 
responsible for the log-book which accompanies every vehicle in France. This 
book is issued to the vehicle at the reception park at the port of debarkation. 
It stays with the vehicle as long as the vehicle is in service. This log-book is 
about 4 inches wide and 6 inches long. In it are kept records of transfers of 
the vehicle and of all repairs made by any repair parks. The first page of the 
book is given over to the specifications of the truck, the engine number, the 
chassis number, U. S. number, the type and model of the truck and the de- 
tailed list of the equipment which was placed on the truck at the reception 
park. Beginning with the next page there are spaces for the driver to sign 
for the vehicle and for its equipment and in each case of transfer his signa- 
ture is witnessed by the signature of the Commanding Officer. The last 3 or 4 
pages of the book are given over to records of repairs made. This record 
shows the number or name of the repair park making the repairs, what the 
repairs consisted of, what spare parts and supplies were required to make the 
repairs, and the signature of the inspector or officer entering this data. The 
information regarding repairs which is entered in this book is invaluable to 
us at headquarters as it shows the performance of a truck and also shows 
the class of repairs that are having to be made on that particular make of 
vehicles and enables steps to be taken for the correction of defects and 
changes in construction. This log book is to the car what the service record 
is to the soldier, and the driver is held rigidly responsible that it is not lost 
and that it is kept clean and all data entered up to date. 

The driver's further responsibility is the proper loading and lashing of his 
cargo. It is very important that his truck is not overloaded and that his cargo 
is so placed that he will get traction. This cargo in certain kinds of weather 
should be mainly over the rear wheels, and the driver should watch the load- 
ing and unloading carefully. He does not do it himself, but he is charged 
with the responsibility that the load is put on properly and that he gets a full 

M TOC 



Theoretical Auto Engineering — Lecture VII Page 5 

load. Every vehicle in France must carry a full load every time it turns a 
wheel. We must insist on full loads as far as possible, because of the scarcity 
of equipment. 

I shall take up in this lecture first the class of repairs and adjustments that 
you as a driver must be conversant with, and secondly the details of your re- 
sponsibility and accountability for equipment placed in your charge. 

There are three things about a motor car or a motor vehicle which require 
constant looking after in France. They are all of equal importance, and it 
is hard to say which one should have more emphasis than the other. You 
should know how to drain your carburetor and clean out the dirt, which is 
sure to collect. Gasoline as it arrives in France is of very poor quality. It 
contains impurities such as water and dirt and tests very low for specific 
gravity. This water and dirt must be kept out of the float chamber away from 
the needle valve. If there is no pet cock drain plug on the bottom of the 
carburetor, it will be found necessary to disconnect the feed pipe at the car- 
buretor and allow both the pipe and the carburetor to drain. Water also 
accumulates in the bottom of the tank. However, by allowing the gasoline to 
run out of the feed pipe, when disconnected at the carburetor, into a pail or 
can, both the tank and the pipe will be pretty thoroughly cleaned out. This 
work must be done with great care in order not to lose any of the gasoline 
during the operation. By careful handling the gasoline can be poured back 
into the tank leaving the water in your can. There is usually a strainer in 
the feed pipe and this should be kept clean at all times. 

You should know the adjustment of your carburetor. When you are in 
park or on the road with your company, the adjustment of the carburetor will 
always be made by the company mechanic or his assistants. It might happen, 
however, that you are on the road alone without the mechanics and emergency 
adjustments are found necessary. You must be able to distinguish between 
a surge in the motor caused by improper adjustment of the carbui'etor and a 
surge in the motor caused by one or more cylinders not firing. You must 
know that when a popping noise is in your carburetor, you have either got 
water or dirt under the needle valve or too thin a mixture. The first thing 
to do is to drain the bottom of the carburetor and the feed pipe to see if 
water or dirt is in there. If that does not correct the trouble, you should 
know how to adjust your needle valve to give a richer mixture. It is impos- 
sible to show you or to tell you so that you would understand without models 
to demonstrate this with. This adjustment and those which I will call your 
attention to later will be given to you in your laboratory and practical work. 
Pay particular attention to the points which I will bi'ing out in this lecture, 
for they are points which we have learned to be important in France after 
one year's experience. 

The next point is the adjustment and equalization of your brakes. The 
country over which you will be operating near the front line is very hilly and 
there are constant demands on the brakes. The result is that the brakes re- 
quire almost daily attention. Before attempting to go down a steep or a long 
hill, slow down and shift to first or second speed before getting over the crest 
of the hill. Your engine then acts as a brake and, except in cases where it is 
necessary to make an emergency stop, your foot and emergency brakes will 
have to be used but little. If, for any reason, you do not have time to change 
gears before starting down a hill, use your foot brake for a few seconds and 
then shift over and use the hand brake. Alternate in this way all the way 
down the hill. Never use one brake continually for any length of time, as it 
not only wears it out quickly but it is almost sure to get hot and bind. The 

M TOC 



Theoretical Auto Engineering — Lecture VII Page 6 

result is that your truck comes to a dead stop and ties up all of the trucks 
back of you. This is a point you must remember. "Above all things keep 
your truck in motion when operating in a convoy." If it is impossible to keep 
it running, pull your truck as far as possible to the right hand side of the 
road, even into the ditch if necessary, so that other vehicles can pass you. 
However, if the brakes are carelessly used and become seized, you will find 
it impossible to run your car or even to push it out of the way until the brake 
drums and the lining have cooled off. For that reason you must be doubly 
careful not to have this occur. It is not your own truck alone that you are 
putting out of service temporarily, but you are tying up perhaps five miles 
of trucks back of you. Test your brakes two or three times a week at least 
to see that they are equalized. This is done by jacking up both rear wheels, 
setting your hand brake so that it is just possible to turn the rear wheels by 
hand. See that the brakes take hold approximately in the same way on both 
wheels. Then have some one sit in the driver's seat and hold the foot brake 
down part way and test both rear wheels to see if the foot brake is equalized. 
If you are not careful about this point your troubles with skidding will greatly 
increase, and you will lose a great deal of the efficiency of your brakes. 
Watch your brake lining carefully and anticipate the necessity for renewal of 
this lining before it actually wears out. Due to the almost constant operation 
in convoy it is absolutely essential that your brakes be in excellent shape. 
Any accident which you may have in operating your vehicle in France is in- 
vestigated very thoroughly by a commissioned officer. You as a driver must 
not only prove that the accident was not your fault, but you must also prove 
that it was a physical impossibility on your part to avoid it. So you see the 
importance of having your brakes well adjusted and being able to control your 
car at all times so that you will not smash your radiator or have the rear end 
of your truck knocked out. 

The next thing is the cleaning of spark plugs and adjustment of plug points 
and the tracing of ignition troubles. Your spark plugs should be cleaned 
very often, at least twice or three times a week. Be very careful in taking 
them out of the ports that you do not break the porcelains. If you are care- 
less in the pse of your monkey wrench or spanner or if you drop the spark 
plug after you have taken it out you are liable to break this porcelain and you 
will have to have a new plug before you can operate. If you do break a por- 
celain it is up to you to explain exactly row it happened and prove that it was 
not due to carelessness on your part. The actual cleaning of a spark plug 
and the adjustment of the points will be shown to you during your course. I 
will only dwell on the importance of keeping them clean and the importance 
of your knowing how this is done. You will also be shown during this course 
how to trace ignition troubles. Ignition troubles should always be turned 
over by you to the company mechanic, with the exception of the cleaning of 
spark plugs. The adjustment of the points must be done by the company me- 
chanic unless he is not around and it is impossible to arrange for him to do it. 

I have prepared a list showing the adjustments and repairs with which you 
as drivers should be acquainted, and which you should study during your 
course. A copy of this is attached to this lecture and copies will be distrib- 
uted to you for your guidance. The more you know about your vehicle, and 
the better you know the adjustments and repairs which must be done on it, 
the quicker you will get promotion and reward, and the more value you will 
be to your company and to the service as a whole. You may think you know 
all about it, but I can truthfully state that no one ever knew all there was 
to know about a truck or automobile. Men have made a life study of it and 
are still learning every day. Whenever I hear a driver bragging about what 

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Theoretical Auto Engineering — Lecture VII Page 7 



he knows and saying that there is not a thing about his truck that he does not 
understand, and that there are no repairs which he cannot make, I immediately 
put him down as the least efficient of the outfit. Do not brag about your 
knowledge but dig in and learn, and show it in the operation of your vehicle 
and in the way you keep it up. If you will master the three adjustments 
mentioned above, you will have a minimum of difficulty in keeping your truck 
in service at all times. 

I will outline to you the extent of your responsibility for the motor equip- 
ment placed in your charge. Whenever you are assigned to a truck, a memo- 
randum receipt is made out by your Commanding Officer giving the make 
and type of truck, serial number, motor number and a list of all the equip- 
ment on the truck at the times of transfer. This memorandum receipt is 
known as M. T. S. Form 101. All assignments and all transfers are recorded 
on this form in France. The Unit Truck Equipment is shown on page 92 of 
the Manual and you should be sure that every article called for is actually 
received before you sign the memorandum receipt. This form is in quad- 
ruplicate and is made out by the person transferring the equipment and 
is signed by the person receiving the equipment. This remains a perma- 
nent record in the office and is used in checking up periodically for short- 
ages, breakages, and loss on your truck. Any shortages will be taken 
out of your pay at the end of the month. No excuses are accepted and none 
should be necessary. You are responsible for a good many thousands of dol- 
lars worth of Government property. As I have told you many times befoi-e, 
the truck and its equipment are almost impossible to replace in France. That 
is why you will be held pecuniarily responsible for it. Whenever you are re- 
lieved from your truck and another driver takes charge of it, you must make 
sure that he signs for this equipment, and that everything is checked off 
against the original list. If this is not done you may find a few days or weeks 
later that you will be charged up with certain tools and supplies and made to 
pay for same, whereas their loss occurred after you had been relieved of your 
truck. As you are aware, the army need not consult you about taking money 
out of your pay for loss or damage to Government property. This is some- 
thing that is beyond your control. When you take over a new truck that has 
been in use by some other driver, use all care to see that he does not "put 
anything over on you," as we express it. If he is short of equipment, he 
will try very hard to get you to sign for things that actually do not exist. 
You have got to have your eyes wide open and not take his word for anything. 

At all formal inspections your equipment is checked over against the list 
as it appears on M.T.C. Form 101, memorandum receipt. These inspections 
are held about once every month and perhaps oftener. You will find it much 
easier and better all around to report loss or damage to equipment imme- 
diately after it occurs rather than let it slide until an inspection takes place. 
I know this from my own experience. Losses are bound to occur even though 
you use the greatest diligence and care. It is much better, therefore, to re- 
port such things to the Sergeant Mechanic or Commanding Officer, and get 
it over with at the time that it happens, rather than take a chance at getting 
by with it until a week later when a formal inspection is held. 

When you take your truck to a service park for repairs, all of your equip- 
ment is taken off and checked against your copy of M.T.C. Form 101, which 
is carried with you at all times. This equipment is done in a bundle and 
placed in the stock room for safe keeping. When you return a day or two 
later to take your truck away the bundle of equipment is taken out of the 
stock room and spread out on the ground and rechecked according to your 
list. Any shortages appearing in the equipment when you report in the park 

M TO C 



Theoretical Auto Engineering — Lecture VII Page 8 

with your truck are noted, and when you leave the park with your repaired 
truck make sure that you get everything you are entitled to according to your 
list. If tools or supplies have been stolen while your truck was in the park, 
report this at once to the Commanding Officer of the park and insist that the 
equipment to be returned conform with receipt of equipment delivered. 

Never allow any other man to drive your truck except the assistant driver 
who is assigned to you. You must make this a hard and fast rule, for if you 
do not, and you allow another man to operate your vehicle and he suffers an 
accident or steals any part of your equipment, you are the one that is held 
responsible for it. 

Conservation of everything shipped overseas for our troops is our watch- 
word in France and I want you to get into the spirit of conservation before 
going over so that it will become natural to you when you arrive. 

One very important factor which will contribute enormously to the success 
of your organization is teamwork. I mean by teamwork, hearty cooperation 
between every member of the organization — a spirit of wanting to help each 
other, a spirit of pride in your organization, a serious viewpoint on the impor- 
tant work that you are doing. Be very jealous of the reputation of your com- 
pany. Uphold its honor, protect its good name and at all times reflect credit 
upon it whether in camp or on the road or on leave. We call this teamwork, 
Esprit de Corps," in France, and you will hear a lot about it when you get 
"Over There." In order to make this Esprit de Corps worth while to you, if 
such a thing be necessary, a system of rewards for efficiency and good service 
has been worked out, whereby a driver who always has his vehicle ready to 
roll, who never has any criticism of the operation of his vehicle or of his per- 
sonal appearance and conduct, receives time off, in addition to the regular 
company liberty, on certain stated days of the week. If his record is clean 
for a period of four weeks, a white star about 3 inches in diameter is sten- 
cilled on the side of his car underneath the driver's seat. This white star 
means that the driver has a record of excellence for at least a period of 4 
weeks, and it is known throughout the A.E.F. to have that meaning. You 
cannot earn that white star nor the time off, which I have mentioned before, 
if you are ignorant of what is expected of you and you do not know how to 
keep your truck up, how to keep it clean and properly lubricated, etc. There- 
fore, it is up to you to learn these things so thoroughly that within the first 
two months after your arrival in Fi-ance you will be having a white star on 
the side of your car. 



M to c 



Theoretical Auto Engineering — Lecture VIII Pay 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE VIII 

Minor Motor Troubles and Their Adjustment 

Failure of the Engine to Start. 

When an engine fails to start readily, the cause may be found in most cases 
in a very short time if a regular system of search is followed, instead of the 
hit or miss method of looking first one place and then another, and tampering 
with first the carburetor, then the magneto, then the wires, and so on without 
any definite plan. 

If the engine is to run it must take into its cylinders an explosive mixture 
of fuel and air, it must compress this mixture, the mixture must be ignited 
by a good spark produced at the right time, and the valves must so operate 
that the burned products are expelled from the cylinders properly to make 
room for new incoming mixture. 

A very good method to follow in testing or trouble hunting is : 

(1) Try the compression with the hand crank, turn the engine at least 
two revolutions and rock against each compression to determine that there 
are the proper number of compressions and that all are nearly equal. 

(2) Be certain of the fuel. The best way is to prime each cylinder di- 
rectly with a small amount of gasoline, being careful not to over prime, es- 
pecially if the engine is hot. Gasoline must be in the cylinder to burn, and 
to put a small amount there is quicker and often more effective than tamper- 
ing with the carburetor. 

(3) Investigate the spark. Disconnect a spark plug wire and hold the end 
a short distance from the plug, or disconnect the wire from the secondary 
terminal, while the engine is turned over and watch for the occurrence and 
quality of the spark. With all of these conditions right, the engine should 
start. If it still fails, continue with 4. 

(4) Be sure that the mixture is not too rich. If the engine is hot, it is 
very easy to have it flooded; that is to have such an excess of vaporized fuel 
in the cylinders that no explosion will take place. Cranking the engine slowly 
with the priming cups slightly open, or with the throttle wide open and the 
fuel supply turned off, should remedy this condition. Sometimes flooding 
washes the oil away from the pistons and rings and it becomes necessary to 
pour a small quantity of oil into each cylinder through the spark plug hole 
to seal the pistons and rings against leakage of compression. 

(5) Test the timing of the spark. Disconnect a spark plug wire and hold 
it near the plug or near a clean spot on the engine, or remove a spark plug 
and lay it on the cylinder with the wire attached. Then see if the spark 
occurs at the end of the compression strokes of the cylinder under inspection. 
The compression stroke may be found by holding the thumb over the open 
priming cup or spark plug hole. 

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Theoretical Auto Engineering — Lecture VIII 



Page 2 



To Test the High Tension Magneto. 

If the car is equipped with high-tension magneto, disconnect the conductor 
which connects the collector brush to the centre of the distributor and turn 
this so a metal part of it is about one-sixteenth of an inch from the magneto 
or some other metal part of the magneto or car, or turn the safety-gap cover 
spring until it is close to the magneto. If the construction does not permit 
this test, remove the distributor and fix or hold a wire with one end against 
some metal part of the magneto or the engine and the other end near to but 
not against the centre of the distributor arm, or use a test wire as seems best. 
If no spark is produced when the engine is cranked briskly, remove the pri- 
mary or grounding wire which connects to the switch and spin again. If 
there is still no spark, examine the circuit bi'eaker points while the engine 
is turned slowly in order to determine whether they break and make contact 
properly. A small mirror will make this examination easy. The points may 
be fouled or burned, they may be oily, or the breaker arm may be frozen fast 
so that the spring does not bring the points into proper contact after they 
have been separated by the cam. 

They should break approximately .015 of an inch or about as much as the 
thickness of a calling card. The wrench provided by the manufacturer for 
adjusting the points generally has a thickness gauge. 

To Test a Battery Ignition System. 

If the engine is equipped with a modern ignition distributor battery system, 
disconnect one end of the wire which joins the secondary terminal of the spark 
coil to the center of the distributor and hold the end close to, but not against 
the terminal from which it was detached. Crank the engine and watch for 
the spark. The trouble of cranking can be avoided by varying the method of 
test. Loosen the clamping or lock springs and lift or turn and lift the dis- 
tributor head. Fasten one end of test wire to ground and hold the other close 
to, but not against the secondary terminal of the coil or close to the center 
terminal of the distributor while the distributor is laid or held in an inverted 
position. Cause the bi-eaker points to make and break contact with the finger 
or a screw driver. If no spark is produced, use a test lamp or test wire to 
determine whether there is current at the primary terminals of the coil and 
at the terminals of the circuit breaker. The current should pass from the 
battery through the switch, through the primary of the coil, through the 
circuit breaker points, and back through the wire or through the frame to the 
battery. 

While the engine is turned, note whether the breaker points connect and 
break the circuit properly. The points may be fouled or burned, they may be 
oily, or the spring may not return the breaker arm so that the points make 
proper contact after they have been separated by the cam. The wrench pro- 
vided by the manufacturer for adjusting the points generally has a thickness 
gauge. 

Examine the inside of the distributor and the distributor arm and make 
sure that they are clean and dry. They may be wiped out with a clean cloth 
or with a cloth moistened with gasoline. If the distributor head is very dirty 
it can be cleaned with very fine sandpaper or with a little dust on a piece of 
damp cloth held over the end of the finger. 



Testing of a Spark Plug. 

In an effort to test a spark plug the driver often unscrews it from the cylin- 
der, reattaches the wire, lays it down on the cylinder casting, taking care 

MTOC 



Theoretical Auto Engineering — Lecture VIII Page 3 

that the terminal does not make contact, and watches for the occurrence of 
the spark while the engine is turned over. The failure of the spark to occur 
in the plug if one can be obtained from the end of the detached wire is good 
evidence that the plug is out of order. The occurrence of the spark in the 
open air is, however, no indication that one will occur under high pressure 
when the plug has been screwed back into the cylinder. 

Whether the spark plug has been firing properly or not can generally be de- 
termined by inspection, as a plug which has been missing is liable to present an 
oily or sooty appearance, instead of a dry yellowish-white, clear appearance 
which indicates that the cylinder is firing properly. 

Probably one of the most satisfactory methods of testing is to try the un- 
satisfactory plug in a cylinder which is known to have been operating properly, 
or to try a spai-k plug which is known to be good in the troublesome cylinder. 

To determine which cylinder is missing fire, the plugs may be short circuited 
one or more at a time with a screw driver or other suitable instrument, or 
the wires may be detached from the spark plug, one or more at a time. The 
priming cups may be opened and the issuing name watched for, or the sound 
noted to determine whether there is any change in sound when the plug is 
short circuited or the wire detached. 



MTOC 



Theoretical Auto Engineering — Lecture IX Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE IX 

Minor Motor Adjustments 

If two gears, running together, or in other words in mesh, have the same 
number of teeth, they make the same number of revolutions. If the driven 
gear has twice as many teeth as the drive gear, it revolves once while the 
drive gear is revolving twice. This is called a two to one or half-time gear. 
Since the cam shaft must revolve only once to every two revolutions of the 
crank shaft, the cam shaft gear has twice as many teeth as the crank shaft 
gear. The cam shaft revolves in the opposite direction from the crank shaft 
when driven by gears without an idler, and in the same direction when driven 
by a chain. 

The wide face helical gear is most popular for the timing gears. Special 
material as fabroil, micarta and other compressed materials are used by many 
manufacturers for making gears which are silent. Drop-forged gears are 
also used to a great extent; also steel for the crank shaft gears and cast iron 
for the cam gear. 

The silent chain for driving the generator is quite popular. It is also 
being used to a certain extent for driving the cam shaft. The object is to 
obtain quieter running. This type of chain must not be confused with the 
ordinary roller type as used on chain-driven trucks. The silent chain is more 
positive in action otherwise the timing would be thrown out of adjustment. 
The teeth on a sprocket used for a silent chain are very close together and ac- 
curate. Any undue slack in the chain can be taken up by sliding the magneto 
or generator shaft outward. This chain is self-adjusting for pitch, as there 
is an allowance of twenty-thousandths (.020) clearance before chain bottoms 
in sprockets. 

Purpose of Valves 

There are two valves to each cylinder, to all four-cycle gasoline engines; 
an inlet valve and an exhaust valve. There are three types in general use; 
the poppet, sleeve and rotary, the poppet type being used almost exclusively. 

The inlet valve admits fresh gas to the cylinder. Fresh gas is going into 
the cylinder during only one stroke of every four, or in other words, during 
one stroke of every two revolutions of the crank shaft. 

The exhaust valve permits the burned gases to escape. It is opened and 
held open by a cam on the cam shaft. This is called being mechanically oper- 
ated. Mechanically operated valves are opened and held open by means of 
cams which work against a strong spring tension. The exhaust valve is al- 
ways mechanically operated, except in some of the old types of motorcycle 
engines in which the inlet valves were automatically operated. 

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Theoretical Auto Engineering — Lecture IX Page 



An automatically operated valve is held against its seat by a light spring 
During the suction stroke the sucking action of the piston, as it slides down- 
ward in the cylinder, draws the valve open. At the end of the suction stroke, 
when the suction ceases, the spring pushes the valve disc back to its seat and 
the gas is prevented from escaping past the valve. It must be understood 
that the valves of a gasoline engine always open inward. Thus the pressure 
from the power and compression strokes tends to keep the valves firmly on 
their seats. 

Usually inlet and exhaust valves are made the same size. Some manu- 
facturers are making the inlet larger. For instance, the Sterling engine has 
l^-inch intake valves and iy 8 -inch exhaust valves. The lift of a valve is the 
height it is raised from its seat by the cam. Side operated valves may be 
placed all on one side, or on opposite sides of the cylinders. When on oppo- 
site sides two cam shafts are necessary, one on each side. When all valves are 
on one side, one cam shaft is sufficient. 

To grind valves, in an overhead valve engine with detachable head, the 
head is removed with the valves, and the valves are ground in the head. In 
an overhead valve engine with cage-type valves the valves are ground in the 
cage. To grind valves on a side valve engine, the valve caps are removed if 
the head is integral with the cylinder. If the head is detachable, then the 
head is removed and the valves are ground in their seats in the cylinder 
pockets. 

Although the valves vary in location and methods of operation, the prin- 
ciple remains the same; the inlet admits fresh gas; the exhaust valve opens 
at the correct time to allow the burned and used gas to escape. 

A valve has three parts; a head and a stem which forms the moving part, 
and a valve seat, on which the valve fits. When closed, the valve head must 
fit in its seat so that it is absolutely tight. When open there must be sufficient 
space to let the gas pass freely. 

The valve spring holds the valve tight on its seat and must have tension at 
all times. If the spring is too strong the valve closes with undue noise. If 
too loose the valve does not seat properly. The exhaust valve spring usually 
weakens first on account of the intense heat to which it is subjected. 

The valve spring washer is placed at the bottom of the spring and is held 
in place by a key or retainer under tension of the spring. 

Before the student can undei'stand the subject of valve timing he must first 
learn the four-cycle principle, as it is entirely with this principle we will deal. 
In addition, the meaning of degrees, and the relation of the valve cam speed 
to the engine crank-shaft speed, and the importance of valve clearance ad- 
justment, must be thoroughly understood. 

If no space were left between the end of the valve stem and the cam, even 
very slight wear on the valve tappet seat would prevent the valve from closing 
properly. As the stem expands, it gets longer, so that if no clearance were 
provided, the stem when pressed would rest against the tappet and the valve 
would not seat properly. Valve clearance, also called air gap space, is the 
space between the end of the valve stem and the tappet. The width of this 
space ranges from the thickness of tissue paper to 1/16 of an inch. The 
average gap is somewhere about or slightly less than a postal card thickness. 
Some manufacturers give about 1/1000 of an inch less to the inlet than to 
the exhaust, because the exhaust valve stem lengthens slightly when heated. 
For instance, the Hudson gives .004 of an inch to the air gap space on the 
inlet valve and .006 to the exhaust. The adjustment should always be made 

M T C 



Theoretical Auto Engineering — Lecture IX Page 3 

when the engine is cold and after the valves are ground, as the grinding will 
slightly lower the valve. 

■ The inlet cam has a sharp nose. The exhaust cam has a broader nose, be- 
cause it must hold the valve open longer. The width of the nose, less the 
gap, regulates the lift. The average lift of either exhaust or intake is ap- 
proximately % to 9/32 of an inch. It is thus evident that if the air gap is 
% to 9/32 of an inch too large, the valve will not open at all. If such an 
air gap (% inch) is slightly- decreased, the valve will lift very slightly and 
stay open but a few degrees of the revolution. If the air gap is again 
slightly decreased the valve opens sooner, raises higher and closes later. 
This progress can be repeated until there is no air gap left. Now, suppose 
an engine is designed to have 1/16-inch air gap, and thei'e is no air gap at 
all; the valves will open possibly 30 degrees too soon, raise 1/16 inch higher 
than intended and close 50 degrees too late. 

As to the wear of the end of the valve stem or tappet, it is apparent that 
as the wear increases the space or air gap increases and the valves have less 
lift, open later, close earlier, and become noisier, all of which affects the power 
of the engine. When valves are noisy, the cause is usually traceable to the 
wear of the valve stem, although they are all case-hardened at the end as well 
as the head. The wear, however, comes with time. Too great a lift also 
causes noise. 

Always adjust the valve clearance to the measurement given by the manu- 
facturer. It is important that the valve clearance adjustment be made with 
the back lash or lost motion in the di-ivihg gear entirely taken up in the direc- 
tion of rotation. 

If one of the cams raises an inlet valve just as the piston is starting down on 
the suction stroke, then a charge of gas is drawn into the cylinder as long as 
the piston is on the suction stroke and the valve is open. Therefore, the 
valve should open in time to give the piston a chance to draw in a cylinder 
full of gas. If the valve opens after the piston starts its suction stroke, then 
it does not get a full cylinder of gas, and thereby gives less power. Therefore, 
it is important that the inlet valve be made to open at the right time. The 
method employed to cause it to open at the right time is by means of the 
inlet valve timing gear and proper valve clearance. The practice is to allow 
the piston to descend slightly in the cylinder on the suction stroke before the 
inlet valve opens, so as to reduce the pressure and to create, if anything, a 
suction. 

In regard to the closing of the inlet valve, it is almost universal practice to let 
the valve stay open until the piston has not only reached the bottom of dead 
center, that is, the bottom of the stroke, but has actually traveled slightly up 
on the compression stroke again. The gas sucked in thus would be forced out 
again if it were not for the great piston speed. For instance there are 15 com- 
plete cycles of operation in one second, or one stroke on the piston to one-sixtieth 
part of a second. This is such a speed that the piston has reached the bottom 
of its stroke in an appreciable time before the gas has been able to fill the 
cylinder. Therefore, after the piston has started to move upward on the 
compression stroke, there still remains suction in the cylinder, which, if the 
valve remains open, continues for a short interval to draw in a further 
charge of gas. 

Obviously the exact point at which the inlet valve should close depends 
upon the speed of the engine; and whatever setting is arranged will not be 
equally suitable for all speeds attained by the engine. As for instance, when 
the engine runs dead slow, the late closing is a distinct disadvantage. The 

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Theoretical Auto Engineering — Lecture IX Page 4 



gas is then drawn back on the compression stroke, while at maximum sp 
the valve closes before the suction has completed its work. There is, how- 
ever, an average speed for the engine — in fact for every engine — and the 
valves are set to the average speed. 



Exhaust Valves Opening and Closing 

There are two opinions about the opening of an exhaust valve. The valve 
must open considerably before the piston reaches the end of the explosion 
stroke; and if this wastes some of the force of the explosion, this waste may 
be amply compensated for by the freedom afforded the piston in commencing 
the exhaust stroke. 

It is obviously wrong to keep the exhaust valve closed up to the very mo- 
ment before the piston is about to move upward, because on commencing the 
exhaust stroke it finds itself confronted for an instant with the force which 
has just pushed it down. Until the valve is wide open, it is considerably im- 
peded in its journey upward. 

For this reason the exhaust valve is usually opened as soon as the piston 
has moved through about seven-eighths of the power stroke ; that is, before 
the bottom of dead center is reached. The exhaust valves if opened too early 
cause a waste of power. Stationary gasoline engines, which run at lower 
speeds than automobile engines, do not hold their valves open so long, the 
chief difference being in the interval of exhaust opening and inlet closing. 

There is little to be said as to when the exhaust valve should close. It may 
close before the end of the stroke (exhaust stroke). As a rule, on account 
of what has been explained about the gas which remains in the head of the 
cylinder being slightly under pressure at the end of the stroke, the valve is 
quite often allowed to remain open until the piston has moved slightly down 
on the suction stroke. This gives full opportunity for as much exhaust gas to 
escape as possible. 

In order to understand just how important it really is to expel all of the 
burned or exhaust gases, it must be explained that one of the chief com- 
ponents is carbon dioxide, which is the most powerful anti-combustion agent 
known to science. Its presence, therefore, even in small quantities, retards 
considerably the speed of the explosion development. 

The piston now having come to rest at the top of the stroke, there is still 
the problem of dealing with the burned gases which remain ; and for the 
throwing off of these we must take advantage of the exhaust momentum. 

The manner in which this principle operates will be apparent if the con- 
tents of the exhaust pipe are pictured as a mass of gas moving outward at 
piston speed. When the influence which started this movement has stopped, 
namely, at the top center, the gaseous mass moves almost like the piston of 
an air extractor pump; and if the valve timing permits, it tends to draw out 
with it from the cylinder a large proportion of the remaining gases. 

If the extractor action of the exhaust gases is to be taken advantage of, 
the valve must be made to close a little later than the top center, or, as it is 
technically explained, must have a certain degree of lag. It is evident that if 
we close it at the exact top of the stroke, the contents of the combustion 
chamber are imprisoned and contaminate the incoming charge. 

The amount of this lag depends on the shape of the combustion chamber, 
the weight of the valves, the strength of the springs and the design of the 
exhaust system. 

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Theo luto Engineering — Lecture IX Page 5 

Valve Timing and Firing Order 

The difference in size of the bore and stroke of the cylinder, particularly 
in the stroke, the type of ignition, the shape of the manifold and the speed 
of the engine, governs the valve timing. Early setting of valves on an engine 
causes irregular firing at lower speeds, unless a very heavy flywheel is used. 
It also increases the gasoline consumption in short stroke engines. 

For high speed work, the inlet may be opened and closed late. For low 
speed work, closing the inlet and exhaust on the center gives the best control 
and eliminates blowing back. The moment of opening and closing the valves 
with reference to the engine speed, of course, has an important bearing on its 
performance. If the valves open too early, back firing results, while if they 
open too late, a sluggish engine and overheating result. 

In actual practice the inlet valve seldom opens on the exact top of the 
stroke but usually after the top of the stroke, varying from 5 to 15 degrees. 
The inlet seldom closes when the piston reaches the bottom, but from 5 to 38 
degrees after bottom. The exhaust valve seldom closes on top of the stroke, 
but usually 5 to 10 degrees after the top. The position of the crank shaft 
determines the position of the piston. The position of the piston determines 
the point where the valve is set to open or close. Therefore, the cam shaft 
must be set so that the cam raises the valve when piston is at a certain point. 
This is accomplished by meshing the cam gear with the crank shaft gear when 
the piston is in the correct position. Marks are usually placed by the manu- 
facturer on the cam gears which indicate just where to mesh the gears. The 
flywheel is also sometimes used for timing. 

Setting of Valves, Multiple Cylinder Engine 

There must be at least one inlet and exhaust valve for each cylinder. 
Therefore there must be four cams for the four inlet valves and four cams 
for the four exhaust valves. 

If the cylinders are "T" head, there are two cam shafts. If they are "L" 
or over-head there is only one cam shaft. 

It is well to note that in four, six, eight or twelve cylinder motors, each 
piston passes through the four strokes during two revolutions of the crank 
shaft. 

The usual plan is to place the piston of cylinder No. 1 at the top of its 
stroke and to work from that point in timing valves. The cams do not need 
to be set on the shaft, but when the cam gear in front of the engine is meshed 
with the driving gear, the position of the nose of the cams can be adjusted. 

The usual plan to time the valves or set them in correct time with the cam 
shaft is to mesh the cam gears so that the points marked on them will cor- 
respond with the marks on the crank shaft gear, at the time No. 1 piston is 
on top of its stroke. Usually marks also appear on the circumference of the 
flywheel that indicate the position in which the crank shaft is to be placed for 
the correct setting of the valves. The mark of the flywheel is placed in line 
with a center mark on the cylinder or elsewhere. If there are no marks on 
the gears or the flywheel, then it is necessary first to determine where to set 
the valves. 

There are four strokes to two revolutions of the crank shaft to complete 
a cycle operation, as explained previously. 

A stroke of a piston means to travel from top to bottom or bottom to top, 
or 180 degrees movement; one-half a revolution of the crank shaft. 

M T OC 



Theoretical Auto Engineering — Lecture IX /',,. 

There is but one power stroke during the four strokes, or two revolu- 
tions of the crank shaft. Also, note that the power stroke is a very short 
one, owing to the fact that the exhaust valve starts to open considerably 
before the piston reaches the bottom of its stroke. As the exhaust valve opens 
46 degrees before bottom, the travel on the power stroke, that is, the stroke 
actually under full pressure, is 134 degrees instead of 180 degrees There- 
fore, since there is but one power stroke to two revolutions of the crank 
shaft, in only 134 degrees out of the two l-evolutions (720 degrees travel of 
the crank shaft) would there be power. One full revolution of the crank 
shaft being 360 degrees, there are 720 degrees in two full revolutions; but 
only 134 degrees are actually under pressure as explained. 

In an engine with one cylinder, there is an explosion once during every two 
revolutions of the crank shaft. In other words, there is one stroke of the 
piston when the power is being developed, and three when thei-e is no power, 
the piston then being moved by the momentum of the flywheel. As the piston 
must be carried through the three dead strokes, it is necessary to use a heavy 
'flywheel, so that when the flywheel is started it will continue to revolve for 
a sufficient time to move the piston until the next power stroke. There is 
vibration from a one-cylinder engine on this account, as the weight of the 
piston sliding first one way and then the other has nothing to balance it. The 
more cylinders an engine has, the more steadily it will run, because the ex- 
plosions may be arranged to follow one another so closely that there is no 
moment when one of the pistons is not on the power stroke. 

Cooling System 

If no provision is made for the cooling of the cylinder of a gasoline engine, 
the intense heat of the explosions will heat it to a point that will cause the 
lubricating oil to burn and become useless. At the same time, the cylinders 
must not be kept too cool, for that prevents the development of full power. 
The cylinder must be permitted to get as hot as is possible without burning 
the lubricating oil. Between 170 and 200 degrees Fahrenheit, or just below 
the boiling point, appears to give the best results. 

The cylinder may be cooled either by water or by air, and while the greater 
number of engines are water cooled, air cooling has been developed to a 
point where successful results are attained. As trucks are practically all 
water cooled, we consider only the water cooling system. 

The water cooling system consists of water jackets around the cylinder 
that is to be cooled, and through these jackets water may flow; a radiator for 
cooling the heated water; and some method of keeping the water in circula- 
tion, together with the necessary connections. 

The jackets are usually cast in one piece with the cylinder, although in 
some cases they were formerly sheet copper pressed around the cylinder to 
form passages through which the water would circulate. When heated, the 
water passes to the radiator, where the rush of air to which the radiator is 
exposed absorbs the heat and cools the water. 

To maintain the cylinders at a workable temperature, a quantity of water 
is carried in a supply tank or radiator from which the water is caused to cir- 
culate continuously through the jacket of the engine cylinder by a small pump 
driven direct from one of the cam shafts, or by the thermo-syphon principle. 
The heated water from the cylinder returns to the tank or radiator and there 
passes through a series of thin copper tubes, the object being to dissipate, as 
much as possible, the heat absorbed by this water, by exposing the water to 
a large cooling surface of metal. 

M TOC 



Theoretical Auto Engineering — Lecture IX Page 7 

The cooling system is almost always fixed in the forward part of the car, 
to obtain the full benefit of the draught of air. The same water is used over 
and over again, so that it is necessary only to replenish the loss caused by 
evaporation. 

It is usual with cooling systems to have a rotary fan to assist in pulling a 
draught of cold air through the radiator and in accelerating the cooling when 
the car is running slowly, as in hill climbing, or slow movement in traffic. 
The fan is driven from the engine shaft by a belt or gear and is at the back 
of the radiator. The alternative method, which avoids the use of a separate 
fan, is provided by using the flywheel as a fan. 

The two systems of circulation are the thermo-syphon and the force or 
pump feed system. 

Thermo-Syphon System 

The Thermo-syphon circulation system has for its principle the fact that 
when water is heated, it rises. The connections are the same as for the force 
or pump feed system, except that there is no pump, and the connection from 
the water jacket outlet to the top of the radiator slants upward. It is more 
necessary to have clear passages for the thermo-system than for the force 
system, because the pump, in the force system, forces the water past an 
obstruction that would stop the flow of water which moves only because of 
its heat. 

Height of Radiators, Thermo-syphon System 

In this system the radiator must be higher and lower than the extreme 
top and bottom of the water jackets. 

Height of Water 

Thermo-syphon System : To circulate properly, water must be kept above 
the level of the top opening of the radiator from the engine. Below this 
point circulation ceases and water boils. 

Force System 

In the force system the engine drives a pump which keeps the water in 
constant circulation. The pump forces the water from the bottom of the 
radiator to the inlet at the bottom of the water jacket, through which it flows 
to the outlet at the top. From here it goes to the top of the radiator and 
flows through the radiator to the bottom. As it passes through the radiator 
tubes it is cooled. After passing through in this manner it is again drawn 
to the pump. 

Circulation Pumps 

Practically all pumps are driven by a gear on the crank shaft or cam shaft, 
so that the motion is positive and there is no slipping. There are three types 
of circulation pumps in use: the gear type, the centrifugal type and the 
rotary type. 

The Gear Pump 

The gear pump consists of two small gears with large teeth, the two gears 
being in mesh and placed in a casting that fits the gears as snugly as possible. 
The water enters at one side, where the teeth come together, is carried around 
to the opposite side in the spaces between the teeth, where it escapes through 
the outlet. 



Theoretical Auto Engineering — Lecture IX /•,.. 

The Centrifugal Pump 

The centrifugal pump acts on the principle of an air blower, and has blades 
projecting from the hub which revolve at high speed inside of a casing. The 
water enters at the hub and is thrown outward by the blades of the outer 
casing. 

The rotary pump consists of a ring-shaped casing, within which a disc 
revolves, the disc being eccentric or to one side of the center of the casing. 
Through a slot across the disc are two arms, and their ends are pressed against 
the casing by springs. As the disc revolves the water is forced from the inlet 
to the outlet by the arms. 

Radiators 

Radiators must be used with either the thermo-syphon system or the foi-ce 
system. They are usually placed in front of the engine and mounted on the 
frame ; but in a few cars they are placed back of the engine next to the dash. 

There are numerous modifications in radiators with two leading types: the 
cellular and the tubular. There is a third type in which the water circulates 
as in the tubular radiator, but whose general appearance is much like that of 
the cellular radiator. This is the radiator in which zig-zag pipes are arranged 
vertically. It should be classed as a tubular radiator, although it is often 
called the honeycomb. 

A tubular radiator is one composed of a series of tubular water passages. 
These tubular passages may be arranged horizontally, vertically, or at an 
angle. They may be also bent in a zig-zag fashion that brings about a com- 
bination of the horizontal and vertical and a consequent oppositely disposed 
angular flow of water through the tubes. The object is to imitate or bring 
about the appearance of the cellular construction. 

A cellular or honeycomb radiator is one composed of a lar - ge number of 
individual air cells, any of which may be removed and replaced by another 
in case of leakage. The air cells may be entirely surrounded by water when 
the radiator is in operation; and the course of the water circulation through 
the radiator is not confined to any definite horizontal, vertical or angular 
course. 

In order to cool the water sufficiently, a fan driven by a belt or chain from 
the engine was formerly attached to the radiator, but is now always attached 
to a special bracket on the engine. The fan is usually driven by a leather 
belt, from a pulley on the end of the crank shaft. The belt can be tightened 
either by raising the fan by an eccentric adjustment, or by bodily lifting the 
fan and its bearing and tightening a bolt holding it. The bolt should be kept 
tight. Ball bearings are usually provided for the fan and they should be kept 
well oiled. 

The fan draws a current of air through the passage in the radiator, in ad- 
dition to that driven through it by the forward movement of the car. There 
are two types of fans in general use, the 4-blade and the 2-blade type. 

Hose Connections: This is one of the most important items under water 
cooling systems. Hose connections are made of a fabric covered with rubber, 
so designed as to withstand the moving or the cooling piping getting out of 
line. At the top of the radiator a pipe is welded on and a rubber hose is used 
to connect it with the pipe on the top of the engine. On the bottom of the 
radiator there is also a pipe which is connected by means of a rubber hose 
to the bottom of the engine watercooling chamber (if it is a thermo-syphon 
system) or to a water pump. 

M TO C 



Theoretical Auto Engineering — Lecture IX Page 9 

The water pump is connected to the cooling chamber on the engine by 
rubber hose connection. 

These rubber hose connections are held water tight by a band clampec 
around the hose and a small bolt to adjust the clamp. 

Due care must be taken that these clamps do not cut the rubber hose. 

Water System 

Causes for water boiling are numerous. One of the most frequent causes 
is compression leaks. A very rich mixture is inclined to heat the motor and 
make it logy. 

Hose connections are always fastened by a ring clamp at each end. The 
inside of the hose is coated with grease. If an old piece of hose is used shellac 
is generally used. All hose connections must be kept tight at all times. 

There is always a fan directly behind the radiator to draw the air through 
and cool the water. Fans are usually belt-driven from the cam shaft by means 
of a pulley. 

Knocks: It is very necessary for the driver to distinguish the difference 
between a motor knock and a carbon knock. 

a. Carbon knocks are sharp metallic raps that come when the motor is 
pulling hard or when the spark is advanced too far. 

b. A motor knock may be caused by any of the following: Loose con- 
necting rod bearing, loose main bearing, loose wrist pin. All of these knocks 
have a heavy dull thud. There is another light knock due to the adjusting 
end of the tappet being low. This is rather a sharp knock and comes regularly 
at each turn of the motor. A knocking motor should be turned over to the 
master mechanic at once. When a connecting rod gets loose, it is liable to 
break and go through the crank case. 



MTOC 



Theoretical Auto Engineering — Lecture X Pay 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE X 

Principle of Cabruretor 

Figure 3 represents some of the parts of a very simple carburetor. The 
gasoline from the tank flows past the float needle in to the float chamber F. 
When the gasoline raises the float to a certain height in the float chamber, 
the float by means of a suitable lever or arrangement of levers, closes the 
needle valve and prevents the entrance of more gasoline until some has been 
used. 

As the pistons travels downward in the cylinders on their suction strokes, 
the air which enters the bottom of the carburetor is drawn through the mixing 
chamber past the spray nozzle at a velocity so high that it sucks up a spray 
of gasoline from the tip of the spray nozzle. In the carburetor illustrated 
the mixing chamber is smaller than the main body of the carburetor so that 
air will pass through at a fairly high velocity, even when the throttle is nearly 
closed and the engine is running slowly. The size of the opening in the tip 
of the nozzle can be adjusted by screwing the needle valve up or down to 
regulate the proportion of fuel to air. The throttle can be opened or closed 
to regulate the quantity of charge drawn into the cylinders. 

There is another way of compensating for the tendency of the mixture 
from the mixing chamber with a simple spray nozzle to become too rich at 
high speed and too thin at low speed. This is by regulating the flow of fuel 
instead of adding air by means of an air valve. There are two methods of 
accomplishing this result. These have worked out successfully on carburetors 
which are used extensively on motor trucks. One is to set the quality of the 
mixture approximately correct for high speed and wide open throttle con- 
ditions, then add gasoline to it to keep the mixture from becoming thin at 
low speed; the other way is to set the mixture right at low speed and in some 
way so control the supply of fuel as to prevent the mixture from becoming 
too rich at high speed or wide open throttle. 

Stewart Carburetor — Used on Dodge Cars. 

In the Stewart carburetor the size of the primary fuel orifice is increased 
as the auxiliary is admitted. The primary air supply enters at AA and passes 
through drilled holes HH, past spray nozzle located in mixing chamber at E. 
Gasoline from the float chamber comes through passages SS, past needle valve 
of metering pin P, through spray nozzle at E, from which it mixes with the 
air to form a fine spray. Whenever the motor requires more mixture than 
can be supplied to passages H and mixing chamber E, the suction lifts the 
whole air valve A, thereby admitting more air. As air valve A lift? away 
from tapered metering pin P, a larger quantity of gasoline is drawn up 
through the nozzle, thereby maintaining the desired quality of mixture. To 
the lower end of air valve A, is attached a disk D, which is submerged in 
gasoline and acts as a dash pot to prevent fluttering or too sudden opening of 

M to c 



Theoretical Auto Engineering — Lecture X 



Page 2 




**/ /T/ FT/ 77 / 7V 71 -ZS 

E 
Fig. No. 3. 




Fig. No. 5. 




Fig. No. 4. 




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Theoretical Auto Engineering — Lecture X 



Page 3 



STEWART CARBURETOR 




- t L iJ 



M TO C 



Theoretical Auto Engineering — Lecture X Page 4 

the air valve. To afford easy means of changing the quality of mixture the 
height of needle P can be changed by a rack and pinion, MN, controlled from 
the driver's seat by suitable rod and lever mechanism. With this the driver 
can secure richer mixture for starting and can thin it out as the motor 
warms up. 

The taper of the pin and the weight of the valve are determined experi- 
mentally by the manufacturer and cannot be improved upon by one who is 
not an expert. 

The principle of compensation by use of compound nozzle and gravity fed 
well (Zenith Carburetor) is illustrated in figures 3, 4, 5, and 6. Figure 3 
represents a simple nozzle and mixing chamber, the mixture from which, as 
already explained, tends to become too rich at high and too thin at low speed. 
Figure 4 represents two glasses of water arranged with straws; the harder 
one sucks on the straw on the left hand glass the more liquid he will get. 
No matter how hard one sucks on the straw on the right hand glass he cannot 
draw the liquid any faster than it is poured into the glass from the bottle. 
The harder he sucks the more air he gets with the liquid. 

Figure 5 represents the application of this principle to the carburetor 
construction. The liquid flows through the hole I into the well J. While the 
engine is running the suction draws the liquid out of the bottom of this well 
as fast as it runs in. The nozzle delivers a mixture of gasoline and air in- 
stead of a solid stream of gasoline. With the increase of air velocity there 
can be no increase in the quantity of fuel delivered up from the nozzle be- 
yond the rate at which it flows into the well J. The quality of this mixture, 
therefore, becomes leaner and leaner as the quantity of air flowing through 
the mixing chamber increases. 

Figure 6 represents the combination of the two to form what is termed a 
compound nozzle. The tendency of one nozzle to supply a mixture which 
becomes lean as the speed increases counteracts the tendency of the other to 
supply a mixture which becomes rich as the speed increases. The result is 
practically uniform mixture under all conditions of load and speed. 

When the engine stands idle the well J and the nozzle are filled with gaso- 
line almost to the height of the tip of the spring nozzle. When the engine is 
cranked this extra supply drawn from the well gives a slightly richer mixture 
at the start which is especially desirable. A more complete explanation of 
the actual construction of a carburetor of this type, with full instructions, 
can be found in the instruction book issued by the manufacturer of a car or 
of the carburetor. Carburetors of this type are extensively used in France 
and America both on motor trucks and on airplanes. Being free from moving 
parts they give very little trouble and require practically no change of adjust- 
ment with moderate change of altitude or climatic conditions, a condition not 
true of a carburetor with air valve compensation. 

New Stromberg Carburetor — Used on Liberty Trucks. Embodies several of 
the features of the Zenith, but does not use a compound nozzle. Instead, it 
has what is called an "Air-Bled Nozzle." The principle of the air-bled nozzle 
type: gasoline flows through a needle hole, which is controlled by the needle 
through the passage, into the well. When the engine is started the air drawn 
through the larger venturi creates a very high suction at the smallest venturi. 
This suction draws gasoline through the small vertical drilled holes at the 
throat of the venturi, through the vertical tube in the lower end of which is a 
small hole at the bottom of the well. 

As the suction becomes higher and higher, due to the larger amount of 
gasoline drawn, the depth of the gasoline in the well is lowered. As it is 

M T C 



Theoretical Auto Engineering — Lecture X Page •". 



lowered a series of drilled holes are uncovered successively. More and more 
air is drawn down through the "air-bleeder" and through the holes and mixes 
with the gasoline in the tube, thereby maintaining a correct proportion of 
fuel to air in the carburetor. The proper size of the bleeder and the sizes 
of the holes have been determined by the manufacturer and require no 
change. The quality of the mixture is regulated by the needle valve. 

Feed Above the Throttle for Running Idle. 

In plain tube carburetors, equipped with the compound nozzle fitted with a 
gravity well (Zenith), plain tube carburetor fitted with air-bled nozzle (Strom- 
berg, Holley, etc.), the air velocity through the mixing chamber when the 
engine is running idle causes insufficient suction to lift the gasoline from 
the nozzle and produce a mixture. To allow smooth running idle and at low 
speed, a by-pass tube or feed behind the throttle is generally provided and is 
arranged with an adjusting screw, by means of which the quality of the mix- 
ture produced and fed in at, or just above the edge of the throttle can be 
regulated. This is called the low speed for idle adjustment needle. The 
majority of air valve carburetors are fitted with a similar tube. Generally 
in this case the by-pass is not adjustable. 

Throttle Stop Screw. 

The throttle arm on every carburetor is pi'ovided with an adjustable stop 
screw so that when the throttle control lever on the steering wheel is placed 
in closed position, the throttle will be held open just far enough to allow the 
motor to run idle or at a slow rate of speed without danger of stopping. 

Methods of Making Starting Easy. 

Many devices are used in connection with gasoline engines to make starting 
easier and to permit regulation of the quality of the mixture from the driv- 
ing seat. A flooding device, known sometimes as a priming pin or tickler, 
is sometimes arranged so that the float may be held down until the float cham- 
ber is full and gasoline runs out of the spray nozzle into the mixing chamber 
and the lower air passage. 

A priming or fuel pump is sometimes arranged so that the stroke of the 
plunger will inject a small stream of gasoline or spray of gasoline into the 
inlet manifold, or sometimes into the valve ports of the cylinder casting. 

A butterfly valve, sometimes called a choker or strangler, is frequently 
provided so that when it is closed it shuts off part or most of the air entering 
the carburetor. This insures higher suction and a richer mixture when the 
engine is cranked. This may be connected with the steering column or dash, 
so that the driver may use it to regulate the quality of the mixtm-e when the 
engine is warming up as well as to make starting easier. 



MTOC 



Theoretical Auto Engineering — Lecture XI Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XI 

Vacuum System 

The principle of the Vacuum System is not difficult to understand. The 
tank is divided into two chambers — upper and lower, the upper one being 
the compartment in which the gasoline from the tank is first received, the 
lower one is called the emptying chamber and supplies direct to the car- 
buretor. This lower chamber is exposed to the pressure of the outside air 
(atmospheric pressure) at all times by means of an open passage leading to 
the air vent. The upper chamber is connected to the gasoline tank by one 
pipe, and to the intake manifold by another. Two valves are operated by a 
mechanism connected to the float which operates in the upper chamber. One 
valve opens and closes the suction pipe to the intake manifold, and the other 
opens and closes the passage to the air vent. If the entire tank. is empty, 
as happens when the tank has just been installed, the float will be at the 
bottom of the upper tank, and the suction pipe valve will be open and the air 
vent valve closed. In order to draw the gasoline to the upper chambsr, it 
will be necessary to crank the motor over several times, with the throttle 
closed, so that nearly all the suction of the pistons will be exerted through the 
suction pipe, the upper chamber and the fuel pipe. Thus the gasoline will be 
sucked from the fuel tank to the upper chamber, as it will be remembered 
that when the float is down, the suction valve is open, and the air valve closed. 
It is sometimes necessary to "prime" the upper chamber with gasoline through 
the small plug in the top to get the flow of gasoline started. As the gasoline 
flows into the upper chamber the float rises, and when the proper level has 
been obtained a light spring on the float mechanism snaps the suction valve 
closed, and the air vent valve opens at the same operation. Thus, when the 
air valve is open the upper chamber is exposed to the open air. 

The usual source of ti-ouble in the vacuum system is caused by a pin hole 
leak in the float, causing it to sink. It may be seen by the diagram that if the 
float does not rise, the gasoline will fill the upper chamber and be sucked right 
through the intake manifold into the suction pipe, without going to the car- 
buretor at all. This condition can usually be diagnosed by the evidence of 
black smoke and explosions from the muffler, and the "choked" action of the 
motor, which will hardly run at all. If the leak in the float can be found, it 
should be soldered, but if it cannot be located, a new float must be installed. 
These leaks are sometimes so small that it takes several days for the float to 
become filled and sink, and therefore these microscopic holes are difficult to 
locate. They may often, however, be found as follows: The float which is 
filled with gasoline by the leak is placed in a dish of very hot water (nearly 
boiling) , so that the water covers the float entirely. The heat of the water 
vaporizes the gasoline in the float, and expands the vapor, which will escape 
through the leak and bubble up through the water. The exact spot must be 

M to c 



Theoretical Auto Engineering — Lecture XI Page 2 



marked. In order to get the gasoline out of the float it is usually necessary 
to punch a little larger hole right where the leak is to be repaired, so that the 
gasoline can run out. Use very little solder, as too much would increase the 
weight of the float, to an extent that it may not operate properly. 

Other troubles usually comprise the sticking of some part of the valve 
mechanism, or the sticking of the "flapper valve" between the chambers. 
These parts may be inspected by removing the cover of the tank. 

On almost every truck there is a suitable shut-off cock beneath each fuel 
tank and with it there is generally some form of trap to catch water with 
a screen or strainer to hold back any dirt or foreign matter which might 
obstruct the gasoline line or the small passages in the carburetor. The driver 
should be familiar with the location of this shut-off in order that he may turn 
it off instantly in case of fire. It is advisable to open it at least once a week. 



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Theoretical Auto Engineering — Lecture XII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XII 

Radiators 

A cooling system is necessary for the proper working of a gasoline engine, 
because otherwise the very high temperature produced by the combustion of 
the gases in the cylinders would make the piston and cylinders red hot. This 
would, of course, destroy the lubrication and cause the pistons to "freeze," 
and would cause ignition of the mixture of fuel and air as soon as it entered 
the cylinder, or at least before the end of the compression stroke. This is 
avoided by providing a cooling system which consists of water jackets in which 
the water circulates about the cylinder wall and valves, a radiator for cooling 
the heated water, and some means of circulating the water through the system. 
Engine cylinders are sometimes cooled by air, particularly on motorcycle 
and light weight revolving cylinder airplane engines. Practically all trucks 
and cars used by the Quartermaster and by the United States Army are 
water cooled. 

"Water cooling systems are divided into two classes, the forced circulation 
-system and the thermo-syphon circulation system. The latter is seldom used 
on trucks. In the thermo-syphon system the water, which becomes heated in 
the jackets surrounding the cylinders since it is lighter than the cold water 
in the radiator, flows upward into the top of the radiator, and is replaced by 
cold water which flows from the bottom of the radiator into the jackets. This 
is exactly the same principle as is employed in circulating water from the 
back of a stove to the water tank in the hot water system in the kitchen. 

In the force system a pump, which may be driven by gear, chain or belt, 
draws the water from the bottom of the radiator and forces it through the 
water jackets around the cylinders and out into the top of the radiator. From 
there it flows down through the radiator and is cooled before reaching the 
pump, ready again to travel the same path. A fan, which is generally belt 
driven, is provided to draw air through the radiator and is necessary to secure 
sufficient cooling, especially when the truck or car is driven with the wind or 
when it is operated in low gear. 

Proper temperature of cylinders has much to do with the efficiency and 
smoothness of engine operations. If the cylinders are too hot, the engine 
will pound and the lubrication will not be satisfactory. If the engine is too 
cold, the fuel economy will generally be poor and the engine will not operate 
smoothly. If the temperature of the water is kept as high as possible without 
the danger of boiling, better economy and smoother running will result. If, 
after the engine has made a long hard pull, the radiator is so cool that the 
hand may be placed on top of it without discomfort, it is almost a certain in- 
dication that fuel is being wasted. 

The motometer or radiator-thermometer is used to indicate the radiator 
temperature and its purpose is to prevent serious trouble by informing the 

MTOC 



Theoretical Auto Engineering — Lecture XII 



Page 2 




u 
o 
•** 
<d 

•H 



Ml' C 



Theoretical Auto Engineering — Lecture XII Page 3 

driver that the water is boiling or that the water is too cool for efficient 
operation. 

A device known as a thermostat is sometimes provided for regulating the 
temperature of water which circulates around the cylinders. It prevents the 
water from flowing through the radiator and becoming cooled until the desired 
temperature has been reached, and then maintains that temperature. Some- 
times a permanent shutter arrangement, or simply a curtain or piece of card- 
board, is used to cover a portion of the l'adiator and prevent over-cooling of 
the engine in cold weather. 

The radiator for a truck may be of either honey-comb or tubular construc- 
tion. The cellular or honey-comb radiator is composed of a great number of 
cells through which the air is drawn by the fan or driven by the speed of the 
machine. The construction of a honey-comb radiator is rather delicate, and 
when such a radiator is used on a truck it is generally supported on special 
springs to relieve it of part of the road vibration and some of the twisting 
action to which it would be subjected if rigidly bolted to the frame. 

Tubular radiators may be made with a great number of vertical tubes pro- 
vided with a series of continuous horizontal fins to increase the cooling effect, 
or each tube may have independent fins. 

Recently a great number of truck manufacturers have adopted radiators 
built with removable top and bottom plates to permit easy inspection, clean- 
ing and repair. 

Care should always be taken to avoid filling the radiator with water which 
contains too much lime or scale-forming matter. Water which produces a 
thick deposit of lime in the tea kettle will do the same in the water jackets 
and probably in the radiator. 

The stuffing boxes or glands on the water pump should be kept properly 
adjusted, that is, just tight enough to prevent leakage. The grease cups for 
lubricating the pump shaft should be given proper attention faithfully every 
day. 

In winter unless an anti-freeze solution with sufficient strength to prevent 
freezing is used, special precaution should be taken to prevent the freezing 
up of the cooling system. If plain water is used, it is a very common custom 
to drain the radiator at night and to refill it in the morning. When a drain 
cock has been opened, it is generally necessary to run up a wire to remove 
stoppages caused by sediment. When the water stops flowing, the wire should 
be tried again so that the driver may be sure that no water remains. On 
some engines it is necessary to drain at more than one point in the system. 
Suitable cocks or drain plugs are provided at the bottom of not only the radia- 
tor, but also the water pump, the lower water pipes and the cylinder jackets. 
After the draining is completed, it is advisable to run the engine for a few 
seconds to make sure that the water pump housing is clear. 

At the front the drivers have made a pi-actice of cutting off the fuel supply 
at the main tank, running the engine until the carburetor is dry, and then 
placing one or two kerosene side lamps beneath the hood, and blanketing the 
hood and radiator to prevent danger from frost. 

When the weather is below freezing, anti-freeze solutions are often used. 
Such substances as alcohol, glycerine, calcium chloride and water are used. 

Calcium-chloride is objectionable because it has a destructive, corrosive 
and electrolytic action on some of the metal parts with which it comes in 
contact in the cooling system, particularly on aluminum or cast iron. 

M T OC 



Theoretical Auto Engineering — Lecture XII p age 4 

Alcohol evaporates very easily and constant attention is needed to keep 
the solution strong enough to give the proper protection. Alcohol is desirable 
because it has very little effect on metal or on rubber connections. 

The freezing temperatures for alcohol and water solutions of different 
strengths' are as follows: 

25% Alcohol for 0° Fahr. 

30 'r " 5° below zero Fahr. 

40% " " 20° 

60% " " 45° 

A special form of dydrometer is sometimes used to indicate the percentage 
strength or the freezing point of an alcohol solution. 

A mixture of glycerine and water, or possibly better, a mixture of glycer- 
ine, alcohol and water is desirable because the glycerine does not boil away. 
Unfortunately the cost of glycerine makes the use of this solution prohibitive. 
When a solution containing a considerable amount of alcohol or of glycer- 
ine freezes, the ice formed will be soft and mushy and much like frozen milk 
and generally no breakage will result provided the water is thawed with a 
tea kettle full of hot water or a blow torch before an effort is made to crank 
the engine. It is advisable to blanket the radiator and allow the engine to 
run idle until the entire radiator has become warm before the truck is driven 
in the cold. 

If a radiator has sufficient capacity to cool an engine properly in the sum- 
mer time when the temperature is as high as 90 or 100° F., approximately 
half this capacity will be needed in zero weather if the engine is to be oper- 
ated at the same desired working temperature. The driver can control the 
temperature by covering the lower half of the radiator or the lower half and 
part of the side of the radiator on which the carburetor is located. 

When a radiator begins steaming in cold weather it is generally an indi- 
cation that it has frozen and it should be blanketed immediately and the 
engine allowed to run idle until it is warm throughout the entire face. 

Boiling of the radiator is an indication of some form of trouble. This 
trouble may be due to a great many causes outside of the cooling system. 
Driving with the spark lever in retarded position (or with the spark advance 
rod disconnected), or prolonged driving in low gear will generally cause boil- 
ing. A mixture entirely too rich or entirely too lean may be the cause of 
boiling. A loose fan belt, a broken paddle wheel in the water pump, or an 
insufficient supply of water in the radiator might also cause boiling. Ob- 
structed exhaust pipe, a dirty muffler, improper valve timing, may also have 
the same effect. In zero weather overheating is generally the result of 
frozen l'adiator, frozen water pipes, or inoperative water pump. 

The majority of cooling system troubles can be warded off if a certain 
amount of care is exercised in operating the car. 

However, it will be well for us to refresh our minds with the most important 
troubles concerning radiation. The most frequent is a leak, which may be 
repaired in the following manner: 

If it is a slight leak the tube can be closed by a pair of pliers; if the seams of 
the tube open, it will require a section of new tube. The most important re- 
pair work in connection with radiators is solderig and one must be quite an 
expert to do this in a satisfactory manner. On the Class "B" Military Truck, 
if the tubes leak the cast iron header is removed and the tubes are flanged 
so they will conform with their seat in the shell casting. In repairing the ra- 
diator I have used small white pine plugs, inserting them in the section, and 

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Theoretical Auto Engineering — Lecture XII Page 5 

when they became water-soaked they expanded and choked the leak. In this 
manner entire sections can be blocked off making a very substantial tempo- 
rary repair. 

Hose connections are also troublesome at times. Emergency repairs such 
as taping the manifold, and giving it a coat of shellac, or replacing the hose, 
do not require skilled mechanics. These connections should be thoroughly 
inspected quite regularly. 

In the water pump we sometimes find broken impellers or gears, sheared 
shafts and stripped packing gland nuts. A broken shaft gear or impeller is 
indicated by a very hot motor with a remarkably cool radiator and must be 
replaced. A damaged stuffing box nut can be temporarily repaired by peen- 
ing. Should the packing gland require new packing, the nuts are backed off, 
the packing-placed around the shaft so that it is wrapped in the same direction 
that the nut is turned when replaced and tightened up. This nut should be 
tightened just enough to stop the leak. Briefly, we have outlined the general 
troubles, and the shop practice on this subject will enable you to make these 
repairs. 



M t oc 



Theoretical Auto Engineering — Lecture XIII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

i 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XIII 

Simple Ignition System 

Time for Ignition. 

The time for the occurrence of the electric spark in the cylinder must be 
changed under certain conditions; this is called the advancing and retarding 
of the spark. Due to the fact that the mixture takes an appreciable length 
of time after ignition to develop its maximum pressure, under ordinai'y run- 
ning conditions, the spark must occur before the piston has reached upper 
dead center on the compression stroke. This is done by advancing the spark 
so that it occurs early, therefore, the full pressure of the burning mixture is 
exerted on the piston as it leaves upper dead center. The amount of advance 
depends on the speed at which the engine is running, the amount of load under 
which the engine is working and the quality of mixture. A spark that is too 
far advanced will cause the engine to pound. Nevertheless, the spark should 
always be carried as far advanced as possible without causing the engine 
to pound. 

In some instances automatic spark control is used, also a set spark, the 
advantage of these systems are that they do not require the attention of 
the driver. 

General Types of Ignition Systems. 

Magneto ignition is preferred on trucks because it is less affected by vibra- 
tion, requires less attention and is generally conceded to be more dependable 
for this class of cervice. 

The battery ignition is used on the majority of pleasure cars and is now 
being used in conjunction with the magneto system on trucks using two sepa- 
rate complete ignition systems. 

Battery Ignition System. 

The main parts of the battery system are the storage battery, high tension 
coil and distributor. The battery is the source of the electric current. The 
distributor accomplishes two functions, it contains the breaker points which 
make and break the primary current, setting up the inducted current in the 
secondary circuit, and distributes the high tension current to the individual 
cylinders at their proper firing order. The breaker points are two small con- 
tact pieces, one stationary and the other one on a movable arm. A small 
rotor with as many cams as there are cylinders, revolves and separates the 
two points about 1/64 of an inch cutting off the current in the primary wind- 
ings of the coil every time a spark is to be passed in to the cylinder. The 
points are made of some non-burning metal to prevent their pitting due to 
the sparking between them as the points separate. To further prevent this, a 
condenser is used to absorb the surplus current that would have a tendency 
to keep on flowing after the circuit is broken. 

M T oc 



Theoretical Auto Engineering — Lecture XIII Page 2 

Care of Storage Battery. 

Add distilled water each week in just sufficient quantity to cover the plates. 
Never use anything but pure water. Do not over fill, as it will boil or slop 
over and corrode the terminals and rot the wood casing. 

Take frequent hydrometer readings, the specific gravity should never be 
below 1.200 or, when fully charged, 1.275 to 1.300. 

Keep the top of the battery box clean by wiping off carefully with a piece 
of waste or cloth. After waste has been used for this purpose it should not 
be used for anything else as the acid absorbed will cause rusting. 

At the first evidence of a green or white coating on the terminals they 
should be cleaned and coated with vaseline to prevent further rusting. This 
rust, or sulphate, if allowed to form, will prevent the electricity from flowing 
into the battery to charge it or from flowing out to operate the ignition sys- 
tem or lights. 

Firing Order of a Four Cylinder Engine. — Four cylinder engines are so 
arranged that there is a power or firing stroke every stroke, or two power 
strokes every revolution, one beginning as the previous one ends. In order 
to complete the four cycle evolution of suction, compression, explosion, and 
exhaust for each piston, it is necessary that each piston have four strokes. 
As 1 and 4 work together, and 2 and 3 woi-k together, then four strokes, two 
up and two down, or two revolutions of the crank shaft will give complete 
cycle evolutions for each piston, with a firing order of either 1, 2, 4, 3 or 1, 3, 
4, 2. The crank shaft of a four cylinder four cycle engine is always set at 180 
degrees. 

A four cylinder engine could be made to fire 1, 2, 3, 4, by having the crank 
shaft made with one and two on one set of crank arms, and three and four 
on another; but it would vibrate excessively on account of the rocking motion 
of firing from one end to the other. Therefore the firing order on all engines 
is arranged to decrease vibration as much as possible. 

Spark Plugs. 

A spark plug consists of a center electrode for conducting a high tension 
current, an insulator made of porcelain, mica or some other suitable sub- 
stance, a steel shell threaded to be screwed into the cylinder with a suitable 
asbestos or some other form of packing to make the fit between the cylinder 
and the shell air tight. Fastened to the outer shell and grounded portion 
of the plug there is a conductor so arranged that the current which enters 
the plug in the center electrode must jump a gap of 1/32 to l/64th of an 
inch before it can return to the magneto or coil from which it came. 

The spark taken from the magneto and from an automobile spark coil is 
able to jump one-half inch in the open air, five to six inches in a vacuum cham- 
ber and generally less than 1/16 of an inch under air pressure of 80 pounds 
per square inch. 

The spark plug which seems to spark properly when tried out on a cylinder 
block may fail entirely inside the cylinder because of the greater resistance 
the spark encounters under the compression pressure. 

Due to the intense heat or to accident the porcelain of the spark plug some- 
times becomes cracked. This can often be detected by a grating sound when 
an effort is made with the fingers to wiggle the porcelain of the plug before 
it is removed from the cylinder. 

When a plug has been removed and disassembled and the porcelain is ex- 
amined it may be that there is a crack so small that it cannot be readily seen. 

M T o C 



Theoretical Auto Engineering — Lecture XIII Page 3 

If the porcelain is rubbed with some dirty oil from the side of the engine and 
then wiped off clean, even small cracks will show up quite plainly. 

A sooty, oily appearance of the spark plug when removed from the cylinder 
indicates that it has not been working properly. A white or yellowish white 
clean dry appearance of the porcelain indicates that the cylinder has been 
firing. Probably the most satisfactory method of testing a spark plug is to 
exchange plugs between the cylinders or to try out a plug which is known to 
be good in the cylinder which is misfiring. 

If the plug is not to be disassembled it can be cleaned with a brush and 
gasoline. If it is disassembled water and a little road dust will clean the 
porcelain without scratching it the way it would be scratched if emery cloth 
were to be used. 

It is important that all the plugs in the engine be set on approximately the 
same gap. If the gap is over 1/32 of an inch, the cylinders are liable to mis- 
fire on a hard pull. If the gap is set much closer than 1/56 of an inch the 
cylinders will probably miss when the engine is running idle. 

Testing of a Spark Plug. 

In an effort to test a spark plug the driver often unscrews it from the 
cylinder, reattaches the wire, lays it down on the cylinder casting, taking care 
that the terminal does not make contact, and watches for the occurrence of 
the spark while the engine is turned over. The failure of the spark to occur 
in the plug if one can be obtained from the end of the detached wire is good 
evidence that the plug is out of order. The occurrence of the spark in the 
open air is, however, no indication that one will occur under high pressure 
when the plug has been screwed back into the cylinder. 

Whether the spark plug has been firing properly or not can generally be 
determined by inspection, as a plug which has been missing is liable to present 
an oily or sooty appearance, instead of a dry yellowish-white, clean appear- 
ance which indicates that the cylinder is firing properly. 

Probably one of the most satisfactory methods of testing is to try the 
unsatisfactory plug in a cylinder which is known to have been operating 
properly, or to try a spark plug which is known to be good in the trouble- 
some cylinder. 

To determine which cylinder is missing fire, the plugs may be short cir- 
cuited one or more at a time with a screw driver or other suitable instrument, 
or the wires may be detached from the spark plug, one or more at a time. 
The priming cups may. be opened and the issuing flame watched, or the sound 
noted to determine whether there is any change in sound when the plug is 
short circuited or the wire detached. 



MTOC 






Theoretical Auto Engineering — Lecture XIV Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XIV 

High Tension Magnetos 

The high tension magneto combines all the elements of a complete ignition 
system. It performs three separate operations as follows: It generates a low 
fusion current: it transforms the low tension current into a high tension cur- 
rent; and it distributes the high tension current to the spark plugs. The high 
tension magneto differs from the low tension in only a few particulars. 

The armature on a high tension magneto has not only the primary winding, 
but also another winding, consisting of several thousand turns of very fine 
wire wound around the outside of the primary winding and insulated from it. 
As the primary current is interrupted by the breaker points a high tension 
current is induced in this secondary winding. The secondary current is con- 
ducted from the winding through an insulated ring on the armature to a car- 
bon brush and from there to the central point of the distributor. The rest of 
the magneto is essentially the same as has been described in the preceding 
lecture. 

Two features are included in the high tension magneto, however, which do 
not appear in the low tension, but which are found on many induction coils. 
These are the condenser and the safety spark gap. 

When the two contact points of the "breaker" are suddenly separated there 
is a tendency for the primary current to continue to flow across the gap. This 
would cause a hot spark to be formed between the points, which would not 
only burn the points away rapidly, but would also prevent a rapid cessation of 
the current. As the primary current must be broken suddenly in order to get 
a strong secondary current, a condenser is used to overcome this tendency to 
flash across the points. In the Bosch magneto the condenser is placed in the 
hollow of the armature end cover at the circuit breaker end. This condenser 
consists of two sets of tinfoil sheets, the sheets opposite sets alternating with 
one another. They are separated by sheets of mica to insulate them from 
each other. All the sheets of each set are metallically connected to the con- 
ductor leading from the pi'imary winding to the stationary breakeii points, 
while the other set is grounded. In other words, the condenser is "shunted" 
across the breaker points. The action of the condenser is to absorb the excess 
current that tends to flow or spark across the points after they are separated. 

Induction Coil 

In the lecture on "Elementary Principles of Electricity" we learned that elec- 
tricity may be generated either mechanically or chemically. The magneto is a 
mechanical generator and its function is to produce a spark at the spark plugs. 

In general, there are two kinds of magnetos, the "low-tension" magneto 
and the "high-tension" magneto. The "low-tension" magneto develops only a 
low voltage current, while the "high-tension" magneto not only develops a 

MTOC 



Theoretical Auto Engineering — Lecture XIV 



Page 2 



low-voltage current, but also changes it to a high voltage, so that it will 
jump the gap at the spark plug. In ignition systems the low-tension current 
is called the "primary" current, and the high voltage current the "sec- 
ondary." 

The "distributor" consists of a disc of insulating material in which are 
embedded on the inner side of one central contact piece R and four contact 
pieces UUUU which are shaped like segments of a ring. A revolving brush Z 
driven by a gear from 
the armature shaft 
makes simultaneous 
connection between 
the central distributor 
contact R and one of 
the annular distribu- 
tor contacts U. Heav- 
ily insulated wires 
carry the current 
from the terminals 
TTTT to each of the 
spark plugs. 

The "contact-break- 
er" consists of a sta- 
tionary insulated con- 
tact point, and a mov- 
able contact point on 
one arm of the bell 
crank. Both of these 
parts are mounted on 
a brass disc which is 
securely fastened to 
the armature shaft 
and revolves with it. 
The contact - breaker 
is surrounded by a 
cylindrical housing F 
to the interior surface 
of which are secured, 
at opposite points, two 
steel cam-blocks, G 
and G. Ordinarily, 
the two contact points 
A and B are held in 
contact by a spring H. 
As the disc D ro- 
tates the outer arm 
of the bell crank 

"C comes in contact with the cam blocks G, whereby the contact points are 
momentarily separated. The stationary contact block A is connected with one 
end of the primary winding of the armature, through a screiv passing the 
centre of the armature shaft. The moving contact B has a metallic connection 
to the iron frame work of the magneto, or in other words is "grounded." As 
the beginning of the primary winding is .also grounded to the frame work of 
the magneto, the primary circuit is thus completed. In a low tension magneto 
or a battery system, the point B would not be grounded directly, but the cur- 
rent would be led by a wire to the induction coil, where it would pass through 




Front View of Magneto, Showing 
Distributor. 



m to c 



Theoretical Auto Engineering — Lecture XIV 



Page 3 



the primary winding and then to ground. When the breaker points in the 
magneto interrupted the primary current, a secondary would be generated in 
the secondary winding of the coil. 

If the breaker points have too small or too wide a gap they may be adjusted 
by means of a small wrench and gauge provided by the manufacturer. If they 
are dirty or sticking, they should be cleaned by means of a strip of fine emery 
cloth or a watchmaker's file in order to have, a perfectly flat, smooth surface. 
In case the magnets are demagnetized, they should be turned over to the elec- 
trician for recharging. When a magnet is fully charged it should lift an iron 
weight of about ten to fifteen pounds. The magnet is recharged by placing it 
on the cores of an electro-magnet, North pole of magnet to South pole of elec- 
tro-magnet. This operation requires usually about one minute. 

All the foregoing has been a description of the armature type of magneto. 
The Dixie magneto as used on Liberty trucks is of another type, known as the 
inductor type. The general principles of this type are the same, but the rotat- 
ing element simply has two cast iron inductors which revolve past a stationary 
armature winding. 

The advantages of this type of magneto, as claimed by the manufacturer, 
are as follows: As the contact breaker box is attached to the mounting of the 
coil, the latter moves with it when the former is partly rotated to advance or 
retard the occurrence of the spark in the cylinders, so that the opening of the 
contact points always takes place at the point of maximum current. An abso- 
lute advance of thirty degrees or more is obtained by simply rotating the coil 
carrying structure to which the breaker box is attached around the axis of the 
rotating pole pieces. 

Inasmuch as the only rotating elements of the Dixie magneto are the two 
pole pieces, there are no rotating wires to cause trouble by becoming loose. 
Another great difference between the Mason principle on which the Dixie 
operates and the armature type is in the fact that the rotating poles in the 
Dixie do not reverse their polarity at any time, consequently the lag due to 
the magnetic reluctance in this part is eliminated. 



MTOC 



Theoretical Auto Engineering — Lecture XV Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XV 

Starting and Lighting Systems 

A Conductor is anything that will permit a current of electricity to pass 
through it. All metals are conductors, but some are much better than others. 
Silver and copper are among the best metallic conductors as they offer the 
least resistance to the flow of current. Silver is a better conductor than 
copper, but copper is used because it is cheaper. A copper wire, in turn, will 
carry a much larger current than an iron wire of the same size, because the 
iron wire offers more resistance than the copper. If a wire has more elec- 
tricity passed through it than it can easily conduct, heat will be generated 
and it may get so hot that it will melt. The larger the wire is, the greater 
the current it can carry without heating. 

An Insulator is a substance which resists the flow of an electric current com- 
pletely and will not allow it to pass. Rubber, porcelain, glass and mica are 
examples of insulators, or non-conductors. 

A wire is insulated to prevent the current from escaping by wrapping it 
with cotton or silk which is soaked with rubber to prevent dampness from 
getting in. Dry cotton and silk are isulators, but as water is a conductor, 
when damp, cotton or silk cease to be insulators. 

A current of electricity flowing through a wire may be measured just as a 
current of water flowing through a pipe may be measured. The amount of 
water that flows through the pipe depends upon two things: 

(1) The pressure or "head" from the pump or reservoir, and 

(2) The resistance that the pipe offers to the flow of the current of water. 
The larger the pipe is, the less resistance is offered. In the same way the 
volume of electricity that passes through a wire depends upon the pressure 
or strength of the source of the current and the resistance of the wire. The 
pressure of an electric current or the force with which it flows is measured in 
volts. In other words, the volt is the unit of electrical pressure. Thus a cur- 
rent of ten volts is flowing with a pressure of that amount, just as water in 
a pipe might be flowing at a pressure of ten pounds. 

The volume or quantity of current passing through a wire is measured in 
amperes. The ampere is the unit of quantity. 

The ohm is the unit of electric resistance. 

The watt is the unit of electric power. 746 watts equal one horse-power. 
A watt is equivalent to one ampere flowing at a pressure of one volt, or the 
product of amperes multiplied by volts give the number of watts. 

Sources of electrical energy may be either chemical as in a "battery" or 
mechanical as in the dynamo, and these will be taken up in subsequent lectures. 

The size of wire to use depends upon the maount of current that must flow 
through it and the length of the wire. The longer the wire the greater the 

mto c 



Theoretical Auto Engineering — Lecture XV Page 2 

resistance offered to the flow of current. Therefore, there will be too much 
drop in the voltage at the wire terminal if it is not of sufficient size. The con- 
ductor muse De large enougn vo carry me required amount of voltage to a 
given point with less than 4% drop. 

Nearly all automobiles are using a single wire system and the length of the 
wire is seldom more than ten or twelve feet. Primary wire is used for low 
tension or voltage, as ignition, from the battery to the coil and from the 
coil to the timer, or for lights. It is usually flexible, consisting of several 
strands of Wire. When used for lighting it can De '"duplex " or even consist 
of four wires together and is usually encased in metal armor for protection. 
Secondary cable is used for high tension ignition currents. The wire is small 
but heavily insulated. Starting motor wire is very heavy, being several times 
the size of the secondary cable, but not so heavily insulated. Wire of this kind 
is used because it does not carry a high voltage, only 6 to 24 volts, whereas 
the secondary cable carries a voltage high enough to jump a gap. 

The starting motor wire carries a large amperage or quantity of current. 
For instance the wire running from the storage battery to the starting motor, 
when first starting, must carry from 80 to sometimes 400 amperes, according 
to the size of the motor. This is only for a few seconds, but large wires must 
necessarily be used to carry this great quantity, even for such a short time. 
The wires running from the generator to the storage battery are much smaller, 
as the quantity of current which passes through them is only 5 to 25 amperes. 

As a comparison, imagine water pipes. If it were desired to pass 150 
gallons of water through a pipe in one hour it would require a much larger 
pipe than it would if but 25 gallons were to flow through in the same length 
of time. 

The following table of the sizes of wire to be used in making different 
connections should be carefully studied by the mechanic. 

The connection in electrical wiring should be soldered. The unsoldered 
connections may work as good as soldered connections at the time of being 
made, but the resistance always increases. In placing a wire terminal under 
a terminal nut, as on a spark plug, twist the wire in the direction that the nut 
turns. When connecting a wire under a nut, a copper or brass washer should 
be used. 

Wiring troubles are numerous if the wiring is not properly done. Oil and 
grease destroy the insulation, so the wires should be kept as free from this 
as possible. Moving parts of the motor or car must not touch the wires. Pro- 
tect the wires from chafing. Avoid frayed ends. Tape all connections made 
in the wire. Connections must be tight as well as all terminals. These should 
be inspected, for vibration often jars them loose. A common trouble is one 
wnere connections or wire terminals to ihe storage battery and ground con- 
nections to the frame are not properly made. Cable should be used where 
the wire must make a sharp turn, as vibration from the motor is apt to cause 
a break in the solid wire. 

In the discussion of battery ignition the Delco system will be used to illus- 
trate the general principles, as the basic principles of all other battery ignition 
systems are practically the same. 

The principal parts of a battery ignition system are a distributor and timer, 
ignition or high tension coil, spark plugs and wiring, the current being fur- 
nished by the battery and generator. The circuit breaker, ammeter, auto- 
matic spark advance and combination switch are units that the essential to the 
perfect operation of the spstem but cannot be included in the list of principal 
parts. 

M to c 



Theoretical Auto Engineering — Lecture XV Page 3 

In the Delco, as well as in other types of battery ignition systems, the bat- 
tery is the primary source of electrical current. However, the generator and 
storage battery are so wired that, when the amount of current generated by 
the generator is greater than that generated by the storage battery, the cur- 
rent from the generator not only charges the storage battery, but is used as 
the source of electrical current for ignition. Therefore the voltage of the 
primary ignition circuit never falls below the voltage of the storage battery 
no matter what the speed of the generator may be, and as the voltage or charg- 
ing rate is regulated in the generator it never reaches a high voltage that 
would be destructive to the ignition system. 

The electrical current which is furnished by the battery and generator is 
a primary current, so it is necessary to "step it up" to a much higher voltage 
in order that it will make a spark at the spark plugs. This is accomplished by 
an ignition or high tension coil, which has been fully explained in a preceding 
lecture. The only part of the coil that need be considered here is the addi- 
tion of a resistance unit that is installed with the coil. The purpose of this 
resistance unit is to obtain a more nearly uniform current through the pri- 
mary windings of the coil at the time the contact points open. It consists of a 
number of turns of iron wire, the resistance of which is considerably more 
than the resistance of the primary windings of the ignition coil. If the ig- 
nition resistance unit was not in the circuit and the coil was so constructed 
as to give the proper sparks at high speeds, the primary current at low speeds 
would be several times its normal value with serious results to the timer 
contacts. At low speed the resistance of the unit increases, due to the slight 
increase of current heating the resistance wire. 

The timer or interrupter in the Delco system is mounted directly under the 
distributor and is driven by the same shaft. Its purpose is the same as in 
the high tension magneto; to open and close the primary circuit. 

The automatic spark advance is a feature that has been brought out by 
several manufacturers of battery ignition systems. In the Delco system it 
consists of a set of weights, marked "governor weights" in the accompanying 
drawing. The weights are operated on an advance ring and so by changing 
the position of the sleeve with regard to the distributor shaft proper, in a 
manner very similar to the operation of a manual advance ring, they advance 
or retard the fibre timing cam according to the position of the automatic 
weights. The operation of these weights is also similar to that of the gov- 
ernors on a steam engine. 



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Theoretical Auto Engineering — Lecture XVI Page 1 



MOTOR* TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XVI 

Accountability and Responsibility 

This lecture will cover the responsibilities that a driver has: first, to himself; 
second, to his company Commander; third, to his truck; fourth, to the service 
as a whole. 

First of all, the driver's responsibility to himself. In France you are sub- 
jected to a great many temptations and you owe it to yourself and to the 
Service and to your family to keep your physical being clean at all times. 
General Orders will be read to you when you arrive in France covering this 
point and you will be carefully instructed along the lines of personal appear- 
ance. You owe it to yourself to have your personal appearance, your clothes 
and your shoes always above reproach. There is nothing that reflects more 
credit on the A.E.F. than the personal appearance of its soldiers. England and 
France have devoted a great deal of attention to that point and America has 
not devoted enough. When American drivers and either French or British 
have come together, the comparison sometimes was not flattering to the 
Americans. 

Another point of responsibility to yourself is the spirit with which you enter 
into your work, the pride you have in your organization and the personal pride 
as regards your own discipline in camp or on the road or on leave. Do not 
take the matter of saluting and of respect for superior authority as an odious 
job. When a man salutes you he salutes the insignia which you carry on your 
collar and your shoulders. That insignia means the Flag. It means the Presi- 
dent of the United States. Its real meaning, if spoken by word of mouth, 
would be: "I respect the responsibilities which the President has delegated to 
you. I honor my Flag and my Country and I am ready to carry out your com- 
mands." When you return the salute your meaning should be: "I know your 
loyalty and I shall try to lead you to the best of my ability." Never allow 
yourself or your men to be lax in the matter of saluting. In fact, in France 
this matter of saluting is of paramount importance. The closer you get to the 
line or to the Front the more rigidly this regulation is enforced. 

Your responsibilities to your Commanding Officer are as follows: You 
must be absolutely obedient to his orders. Accept them without question or 
delay. He has additional information about certain movements of troops, cer- 
tain contemplated changes of location of batteries, the condition of roads, and 
other things which are unnecessary to advise you of and which for military 
reasons cannot be published. For this reason when given an order to arrive 
at a certain point at a definite time, let nothing under heaven interfere with 
you being there. A tremendous lot may depend on your truck being on time 
and being at a certain point without any question of doubt or peradventure. 
When given an order to go to a certain dump, to transport certain definite 
quantities of supplies, never leave that dump without the required number of 

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Theoretical Auto Engineering—Lecture X VI Pag 

fuses, shells, etc., that are noted on the order. Shells are no good without 
fuses, and fuses are no good without shells. The same applies to subsistence 
stores which are hauled from Quartermaster dumps. You do not want the 
boys in the line who are doing the fighting and risking their lives every second 
of the day and night to be short anything of any nature that will help them to 
win out. I want you to feel that responsibility. 

Even if your C. O. is not all that you would wish him to be, be loyal and 
uphold his reputation to the extent of your ability. He represents your com- 
pany and unless his record is clean in the eyes of other organizations and 
other people, your company record will suffer accordingly. Whenever your 
C. O. passes or enters the room where you are resting, never fail to salute. 
Respect his authority, respect his responsibility, and be always on guard to 
protect his and your company's reputation. 

Likewise you should inspire the same feeling of loyalty in the hearts of 
your men. 

The driver's responsibilities as to his truck and equipment are numerous. 
He is entrusted with a good many thousand dollars' worth of Government 
property. This equipment at times has a value which cannot be estimated 
for several reasons. First of all, due to the lack of ships' tonnage and the 
activities of the submarine, it is extremely difficult, and up to the present time 
impossible, to get enough equipment to France to move the freight. Every 
vehicle must do the maximum amount of work of which it is capable in order 
to render the service with which the M.T.C. is charged. At times, for strategi- 
cal and tactical reasons, your truck may be the means of turning the tide in 
favor of our boys in the lines and at those times your truck off by itself or in 
company with a few others is beyond estimation of value. One truck driver at 
Chateau Thierry practically saved the day for our Marines by bringing up 
machine gun ammunition at the psychological moment under terrific fire and 
delivering it in full sight of the Germans and in the face of their fire. 

This is a type of responsibility anyone may be called upon at any time to 
bear and each and every one must be ready when the time comes, for there 
will be no forewarning of the moment, other than that you will get right here 
in the fundamental requisites. You will have to equip yourself with the ability 
to assimilate thoughts and place them in reserve so that you can make use of 
them when the time comes for their application. 

Don't think when you go into the field that your responsibility ceases, for it 
is then just commencing: be particular about the appearance of your equip- 
ment at all times. See that your men keep it spotless and in perfect adjust- 
ment at all times. When I say spotless, I mean just what that word implies. 

You will see British and French equipment when you arrive in France and 
that sight will be an incentive for you to keep your vehicles clean at all times. 
When a vehicle is pronerlv cleaned and lubricated there will be a minimum 
demand for spare parts and supplies. These supplies are very difficult to get 
in France and we will never have as many as we need. The proper way to 
clean trucks will be shown to you during this course. You will be shown how 
to clean engines, what parts, such as spark plugs, porcelains, wire terminals, 
etc., should be guarded against breakage. You will be shown what parts 
should be cleaned with a brush and what with a cloth or with waste. The same 
applies to other parts of the vehicle throughout the chassis. You will not have 
gasoline or kerosene to get this grease and dirt off quickly, but you will be 
provided with a solution of sal soda and water which will cut the grease and do 
just as good a job as kerosene or gasoline, which are such valuable supplies 
to us. When you have your engine thoroughly cleaned, including the pan un- 
derneath, start in on your transmission case, the short shaft between the trans- 

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Theoretical Auto Engineering — Lecture XVI Page 3 

mission and the clutch, and the pan and the frame around these assemblies. 
Then go to the rear axle. Clean the housing, the brake mechanism, the pro- 
pellor shaft and universals, the torque rods and connections, the brake equalizer 
and connections, and do not shirk a single thing. Then wash the body and 
chassis thoroughly. When the entire vehicle has been cleaned it should be gone 
over carefully with an oil can to lubricate all the connections not supplied 
with grease cups. All grease cups should be turned down one turn, and if 
there is any question of whether the grease is getting to the bearings when the 
cup is turned, the cup should be turned down as far as it will go, and if neces- 
sary, filled up again and turned down a second time until the grease actually 
shows up around the joint or bearing. Make sure that the part is being lubri- 
cated. More parts and supplies are needed for motor vehicles because of lack 
of lubrication than for any other cause. Test the oil in the crank case, in the 
transmission, in the differential. See that there is always the proper grade 
and kind of oil for the assemblies. Take off the wheels periodically, as least 
once a week, and see that the bearings are properly lubricated and adjusted. 

There are all sorts of punishments possible and every one is used for men 
who do not keep up their equipment and who are lax about their dis?irji ne 
and personal appearance. Those punishments vary from K.P. work and extra 
duty to loss of pay and even court-martial proceedings. As is only right, there 
are, on the contrary, rewards for those who behave themselves and are careful 
of the equipment intrusted to them. One system of rewards has been worked 
out and is in operation in France and consists of extra time off outside of the 
routine company liberty, and in promotion to higher grades. 

The driver's responsibility to the service as a whole is very great and far- 
reaching. In the present war, motor transport occupies a very prominent 
place. The German Army, due to the lack of gasoline and rubber for tires, and 
due to the fact that they have been educated to the use of railroads and horse- 
drawn vehciles, transport nearly all of their supplies by light narrow-gauge 
railroad right up to the line. They use a minimum amount of motor transport. 
On the other hand, ail of the Allied Armies, and particularly the French and 
American Armies, reply almost entirely on motor transportation. Supplies 
are brought up to what is called the rail-head from the supply depots far in 
the rear. The rail-head is usually 8 to 15 miles from the front line. From the 
distributing point to the regimental kitchens, supplies are carried by animal- 
drawn transport. It very often happens, though, that trucks must deliver sup- 
plies direct to the regimental dumps which are immediately back of the line 
and farther forward than the distributing point. That important gap, which 
is filled by motor transport from the rail-head to the distributing point, is the 
area in which you will operate in France. You can plainly see your great 
responsibility to the service as a whole, which is to move the freight and 
deliver the supplies, often times under shell fire, over roads that are crowded 
with guns, troops, vehicles of all description, in sunshine and rain, both night 
and day, to the boys in line. 

Memorandum Receipt 

All persons subject to the jurisdiction of the Commander in Chief, A.E.F., 
will be responsible for motor transportation which comes under their care and 
control. In order to furnish those who may thus be responsible for motor 
transportation a written evidence of all cases in which they have made an 
authorized transfer of vehicles, Form M.T.C. 101 has been provided. This 
form also provides a temporary evidence of transfer pending the receipt of the 
copy, by the Transferring Officer, of the duly signed receipt of the Receiving 

M to c 



Theoretical Auto Engineering — Lecture XVI Page 4 

Officer for the vehicle concerned in the transfer. In addition, this form fur- 
nishes the basis of statistics to be used in the office of the Director Motor 
Transport Corps, to enable him to know the status of the M.T.C. equipment of 
all organizations of the American E.F., in order to intelligently provide for 
procurement and distribution of said equipment, and repair material therefor. 

Where or by Whom Used. 

Office D. M.T.C. As indicated under "Purpose" preceding; by persons re- 
sponsible for motor transportation, in cases where any of the said transporta- 
tion is transferred to other organizations, stations, etc., or other persons. 

System. 

(a) At base ports, or other places where motor vehicles are initially re- 
ceived by the American E.F., officers or other persons duly authorized to receive 
said transportation shall promptly acknowledge receipt of same either by ac- 
complishment of bills of lading, ship's manifests, or on special form of acknowl- 
edgment or receipt, required by other departments, transportation systems, fac- 
tories, etc., or agents of the same, upon delivery to said officers or other per- 
sons of motor transport vehicles or equipment. The officer or other person 
receiving said vehicles will be held responsible for their proper care and preser- 
vation, and for the prompt rendition of reports and registration data as re- 
quired by regulations promulgated by the Director Motor Transport Corps, 
and for such accounting as may be prescribed. 

(b) When any of said transportation is transferred the officer or other 
person making the transfer will complete the four copies of Form M.T.C. 101 
according to the following instructions (which are printed on said form) : 

(c) "Original." — The original will be prepared by the entry of all data 
called for on the face of the form. This copy will then be forwarded to the 
officer or other person designated to receive the motor transportation included 
in the transfer. In any case where the vehicles are ti'ansferred under the 
direct care of an officer during transit and delivery, the form will be sent in 
his care, and he will upon turning said vehicles over to the receiving officer, 
secure his receipt for the vehicles, on said form and forward same immediately 
to the Transferring Officer, who will retain it for his records. 



MTOC 



Theoretical Auto Engineering — Lecture XVII Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XVII 

Cleaning and Lubrication 

In cleaning the truck, the duties of the driver and assistant driver are as 
follows : 

1. Cleaning Entire Truck. 

Driver is responsible for condition of entire truck, but personally cares for 
the Power Plant, including — 

1. Engine proper 

2. Cooling System 

3. Carburetor 

4. Ignition 

5. Generator 

6. Dash instruments 

7. Engine Controls. 

Assistant Driver is responsible for — 

1. Clutch 

2. Transmission 

3. Drive Shafts 

4. Rear Axle 

5. Rear Springs 

6. Brake Mechanism 

7. Rear Wheels 

8. Front Axle 

9. Front Springs 

10. Front Wheels 

11. Hood 

12. Fender 

13. Body. 

Note. — All grit, sand and mud must be thoroughly removed from all moving 
parts. 

2. Lubrication Schedule. 

Number of places given for Liberty Class B trucks, other trucks in pro- 
portion. 

Daily 

1. Fill crank case to proper level. 

2. Fan bearing oil, one grease plug. 

3. Water pump, heavy grease, two cups. 

4. Starting crank, one grease cup. 

5. Grease steering connections, four grease cups. 

6. Grease steering knuckles, two oil plugs. 

M TOC 






Theoretical Auto Engineering— Lecture XVII I ',,,,, -1 

7. Oil spark throttle rod sockets and joints, thirteen places. 

8. Clutch bearing trunion, one oil plug. 

9. Clutch case bearing, one oil plug. 

10. Oil spring shackles, eight oil wells. 

11. Oil brake rod clevises, twenty clevises. 

12. Oil wells on equalizer and intermediate brake bars, six wells. 

13. Grease cups on rear axle brake shaft, eight cups. 

14. Oil brake shoe equalizer pine, sixteen, eight for each rear wheel 

inside brake drum. 

Weekly 

1. Drain oil from crank case, wash out with kerosene,' refill to 

proper level. 

2. Wheel bearing grease, all four wheels. 

3. Grease steering gear case, one plug. 

4. Transmission, fill to level. 

5. Fill universal joints, four. 

6. Differential, fill to level. 

7. Two drops oil in magneto, two places. 

8. Two drops oil in generator, two places. 

Notes : 

Use only clean new oil. 

Do not fill self oiling wells on Liberty Trucks higher than y± inch below 
top of wick tube. 

Turn up all grease cups until grease feeds through freely and shows yellow 
exuding from the joints. 

This forces out all dirt from bearings. Wipe off all excess oil and grease. 
Refilled grease cups must be given at east three turns. 

3. Inspect radiator, gasoline tank, and all reserve tanks provided, to make 
sure they are properly filled. 

Inspect complete equipment and report breakage, shortage and repairs 
needed to Assistant Truckmaster. 

1. Tools 

2. Supplies 

3. Equipment. 

4. When the cleaning is done in a formal way, as soon as the duties are 
completed the driver will report to the Assistant Truckmaster immediately. 

5. Truckmaster and Assistant Truckmaster should pass around trucks 
during the procedure and see that the work is being done properly. 

6. Assistant Truckmaster should report to Truckmaster as soon as all 
trucks in his section are ready for inspection. 

7. Truckmaster calls company to attention, receives reports from each 
section verbally, makes notes on condition) breakage, shortage and repairs 
needed on each truck. Then upon orders of Company Commander dismisses 
the company. ' 

It may be well at this time to say that the body and running gear should 
be washed down thoroughly at every opportunity especially where soft mud 
is on the wheels or metal parts, owing to the fact that if this mud should be 
allowed to become hard it is very much more difficult to remove. It is not 

M T o C 



Theoretical Auto Engineering — Lecture XVII Page 3 



alone important to remove that mud which is visible, but the man washing 
the car should climb in, clean every conceivable place where dirt could pos- 
sibly accumulate. At times it will be necessary to remove greases, road oils, 
etc., with gasoline. It is very easy for an inspector who is thoroughly experi- 
enced to locate almost instantly those parts which have been neglected. After 
the car has been thoroughly cleaned the different units that we mentioned a 
short while ago are thoroughly cleaned, using kerosene and air if possible or 
whatever cleaning materials that are on hand under the circumstances. The 
engine should be thoroughly washed down removing all grit and sand from 
not only the moving parts but others also. All parts that are plate or metal 
finish should be retained to that standard. The electrical instruments and 
other important motor auxiliaries such as the carburetor, etc., should be 
thoroughly cleaned in the same manner. The other units, particularly the 
clutch, transmission, drive shafts, rear construction, springs, brake mechanism 
and wheels should receive that attention which will enable them to function 
properly and therefore eliminate the unnecessary replacement of parts and 
incidentally prolong the life of the car. The daily and weekly schedules are to 
be followed very closely and it is the duty of the inspector to see that all grease 
cups are well filled as often as prescribed. If the proper lubrication of the 
car is followed in detail, there will be no necessity of oil running out through 
the rear construction onto the brakes which in many cases is responsible for 
accidents, and I could mention a number of other cases where too much oil is 
almost as bad as none at all. 



Theoretical Auto Engineering — Lecture XVIII I'nge 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 

THEORETICAL AUTO ENGINEERING 

LECTURE XVIII 

Principles of Manufacturing Pneumatic Tires 

A pneumatic tire consists of (1) an air chamber, and (2) an envelope or 
covering. P'or the purpose of familiarizing the two parts, we will hereafter 
refer to the air chamber as the "tube" and the envelope as the "case." 

Pure rubber will not vulcanize at any known temperature, and it is there- 
fore necessary to mix it with vulcanizing agents before it can be used as a 
manufacturing product. 

The tube is composed of ninety-five per cent pure rubber, and five per cent 
sulphur or other vulcanizing ingredient. The compound is first rolled into 
sheets of about 1/64 inch thickness. It is then cut the desired size and wound 
on a mandrel of correct dimensions. As it is wound it is also rolled with a 
concave roller which presses the plies together and makes of the sheet of rub- 
ber a seamless tube. The next operation is to wrap it with wet strips 
of cloth and vulcanize it. When cured, it is removed from the mandrel and 
the ends spliced together, the valve and valve pad attached, and the tube is 
ready for service. 

The case is composed of clinchers or beads, several plies of rubberized 
cotton fabric, covered by a rubber cushion, and a wearing surface known as 
the tread. The bead of the case is that part which fits on the rim of the 
wheel, and holds the case in position thereon. It is composed of fabric in 
clincher type cases, and of hard rubber compound, or fibre, reinforced with 
wires, in the quick detachable type. The former are made to stretch over a 
one piece rim, and the latter are constructed so that they cannot stretch, and 
must slide over a two or three piece rim, or to be used only on a quick de- 
tachable rim, a split rim, or a divided rim. The Q.D. case is considered the 
better type, as it has a tendency to stay put, when inflated, and is changed 
more readily. 

The fabric is constructed in such a manner that it encloses the beads and 
is of great strength, each ply having a tensile strength of about 400 lbs. to 
the square inch. 

Pure rubber is a vegetable matter, and will not stand friction nor road 
traction in its natural state. In order to use it as the wearing surface of the 
case, it is first necessary to mineralize it by mixing it with certain compounds 
such as lead, zinc, whiting, ocher, sulphur, etc. Such a process makes of it 
the best material available for use as the tread of an automobile case, and 
it usually outlasts the body fabric. 

The purpose of the tube is to hold sufficient air pressure to bear the weight 
of the vehicle, and to furnish a cushion between the wheels and the road, thus 
eliminating or reducing the shock caused by passing over the uneven surface 
of the ground. The case is used as a protection and a wearing surface for the 
tube. If a rupture occurs in the case, it necessarily follows that the air pres- 
sure contained in the tube will blow out, resulting in a flat tire. 

M to c 



Theoretical Auto Engineering — Lecture XVIII Page 2 

The principle of the fabric and the cord tire is the same, although the con- 
struction is somewhat diffei'ent. The cotton used in the fabric case is closely 
woven and has but a thin veneer of rubber solution between the plies. The 
cord tire is built of walls of stout cord, each cord embedded in almost pure 
gum, no two cords ever touching to cause friction. The cushion (which is 
under the tread to absorb shocks) is a thick layer of high gi'ade gum. The 
beads which hold the case to the rim are especially reinforced. The side wall 
is also reinforced, giving extra strength against l'imcut, and raising the bend- 
ing point safely high. On some cord tires the cords are secured at the beads 
with hooks, while in others the cords encircle the beads. The cord tire is much 
more resilient than the ordinary fabric tire, and has longer life. It stands 
the road shocks better, and when cuts occur they do not seem to cause as 
much damage as in the fabric case. 

Everyday Care of Pneumatic Tires 

If tires received the same careful attention as the other units of an auto- 
mobile, they would give much better service. It seems to be the common 
practice to watch carefully all other parts of a vehicle, and never look at 
the tires until they puncture or blow out. In these days of high cost and 
curtailed production, it is very necessary that tires receive proper care and 
attention. 

Before starting on a trip all tires should be inspected to see if they are 
properly inflated, or if they have received cuts or bruises which have weakened 
them to the extent that they are liable to blow out before the trip is ended. 
If there are cuts which penetrate to the fabric, these should be plugged with 
rubber putty, or vulcanized at the first opportunity. Otherwise moisture will 
seep through the cut, loosening the rubber and decaying the fabric. 

Overloading the tires has the same detrimental effect as under inflation. 
The side walls of the tires are bulged at the contacting point with the road, 
and the different plies of fabric chafe against each other until the rubber 
between the plies is destroyed, and a blow out is liable to occm\ The chafing 
of the fabric works on the same principle as that of rapidly bending a wire 
to and fro until it breaks. The tread rubber also sepai'ates from the fabric 
if the tire is overloaded or under inflated. 

The car should always be stopped as easily and smoothly as possible. 
Putting the power on suddenly throws all the weight and power directly on the 
rear tires, and subjects them to terrific strain, besides the fact that it also does 
harm to the car in general. 

A careful chauffeur will always throw out the clutch, and coast around 
a sharp corner or turn. Never drive rapidly right up to the stopping point, 
and then slap on the brakes and slide into place. Always figure out your 
distance, throw out your clutch and coast to a stop. It is then seldom neces- 
sary to apply the brakes. If extreme care is not taken in this regard, the rear 
tires on a machine will be ruined in a very short time. The effect is the same 
as placing the case against an emery wheel, and grinding away sections of 
the rubber. It also weakens the fabric. 

Check up the alignment of the wheels occasionally, as tires used on wheels 
which are not running true will wear through within a few hundred miles. 

Keep oil and grease away from the tires at all times. Whenever either is 
allowed to come in contact with the rubber, it becomes softened and deterio- 
rates rapidly — thereby shortening the life of the case. The rubber of the 
tube is affected more by the action of grease or oil than that of the case, and 
soon becomes useless. Care should be taken to keep the proper oil level in 
the differential housing, for if too much oil is used it will leak out through the 
end of the axle housing and all over the tire case. 

MTOC 



Theoretical Auto Engineering — Lecture XIX Pagt 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

LECTURE XIX 
Principle of Construction of Solid Tires 

The solid tires as first used on commercial trucks were composed of 
rubber with a fabric base, and held in position on the wheel by either internal, 
or a combination of internal and side wires. But the needs of the commercial 
truck field became so great that the trucks were made larger and then it was 
found that a tire so constructed was not suited to the heavier vehicle. After 
many experiments the metal base tire was invented, and with but few altera- 
tions it is the same type of tire that is in universal usage at the present time. 

The metal base tire is constructed as follows: A steel base, which is ma- 
chined on the inside circumference to fit the outside circumference of the 
wheel band. The outside circumference of the base is corrugated and dove- 
tailed in shape. A copper lining is next applied to its rough face, and it is then 
ready to receive the rubber compound which is composed as follows : First, a 
hard rubber compound, which, when vulcanized, acts as a sub-base between the 
cushion rubber and copper lining on the steel base. It was found that the hard 
rubber composition would adhere firmly to the copper lining, but not to the 
steel itself. Under vulcanization the hard rubber compound is compressed 
into the rough recesses of the steel base, and acts also as an anchor for the 
rubber part of the tire. The cushion rubber compound is composed of different 
grades of gum. A slightly harder cushion is applied next to the hard rubber 
compound and on top of that a high grade cushion, which comes in contact 
with the road. If the rubber gum were not graduated from a high-grade cush- 
ion to the hard rubber sub-base, the resilient compound used as surface rubber 
would not adhere to the hard rubber sub-base. After the component parts are 
placed together, the completed tire is inclosed in a mould and vulcanized. 

At all times care should be taken to avoid, as much as possible, driving 
into deep ruts, over rough or sharp obstacles, on car-tracks or against curb 
stones. This rule also applies to pneumatic tires. 

If the rubber is cut near the edge and starts to tear at that point, immedi- 
ately take a sharp knife and cut off the loose piece, or it will co i 
gradually becoming larger and wider, until the cushion will entirely separate 
from the hard rubber base, and the tire will have to be replaced. 

If any cuts occur which penetrate through the cushion rubber to the hard 
rubber base, clean out all dirt at once and plug the hole. Otherwise the dirt 
and moisture will separate the hard and cushion rubber at that point, and the 
cushion rubber will rapidly loosen and fall off from the base around the cir- 
cumference of the tire. 

Overloading and overspeeding affect the tire in nearly the same manner. 
A rubber band will stretch until it reaches its limit of resilience, when it 
breaks. Just so, a solid tire will resist compressing under an overload before 
it is damaged. If it is forced beyond its limit of compression, it will never 



Theoretical Auto Engineering — Lecture XIX Page 2 

have the proper resilience again, becomes dead, and quickly wears out. One 
instance of overloading on a new set of tires may destroy them for future use, 
as they are also liable to break loose from the base. When traveling at exces- 
sive speed, heat is generated at the union of the steel base and the felloe band 
on the wheel, and the tendency is for the rubber to separate from the metal 
base under the extreme heat. The speed that will damage the tires will also 
be injurious to the truck, and it is poor policy to speed up at any time if it 
can be avoided. 

Driving on car tracks is very injurious to the tires, as that part of the rub- 
ber which comes in contact with the rail is compressed more than the balance 
of the tire, and usually is compelled to support the greater portion of the 
load. The rail is usually higher than the surrounding road, and there is fre- 
quently a space of several inches between the inside of the rail and the pave- 
ment. The same precautions should be taken in respect to keeping oil and 
grease away from solid tires as are observed in the care of pneumatic tires. 

Sometimes the metal base is broken in applying the tire to the wheel. It is 
also liable to become broken from a heavy road shock. To repair, place on a 
planer and machine out to a depth of % " to % " clear across the base and 
about three or four inches on each side of the break. Drill for screw holes 
and machine a steel plate the proper contour and size to fit. Countersink the 
holes in the plate and use screws to fit flush with the surface of the base. 

Retreading 

When the rubber on the tread surface becomes worn through, or becomes 
loosened from the body of the case by other causes, it should be retreaded. 
In other words, new rubber should be vulcanized to the entire circumference 
of the wearing surface without delay. Otherwise the entire case will be 
ruined. 

To proceed with the repair: First, remove all of the tread rubber, either 
with a knife or by grinding. Second, remove the damaged part of the fabric 
on the surface of the case, and scrape all dirt from the surface which is ex- 
posed. Third, if for any cause there remains dampness in the fabric of the 
body of the case, it must be thoroughly dried out before proceeding further. 
If the repair is made without first eliminating the moisture, such moisture 
will be turned to steam when the repair is under vulcanization, with the result 
that at least part of it, and probably the whole of the repair, will not adhere 
to the body of the case. Fourth, when the carcass of the case has been dried 
out, roughen the edges of the remaining rubber with a wood rasp or wire 
wheel, then wash thoroughly with gasoline, allowing the gasoline to evaporate 
and remembering throughout that cleanliness is most important. Fifth, apply 
one thin coating of rubber cement, and let it become thoroughly dry (about- 
three hours' time should elapse before applying second coating, and two hours' 
time between second and third application). Caution: Care should be taken 
to avoid artificial heat, or exposure to the direct rays of the sun, when drying 
the cement. Exposure to either has a tendency to dry the surface of the 
cement, leaving still damp that part of it which has soaked into the fabric. 
Damp cement will blister when the heat of the vulcanizer penetrates to it, and 
the result is a useless repair. Sixth, when the third coating of cement is 
thoroughly dry, — Note, the time depends on climatic conditions, from two to 
three hours in dry weather — repair by reinforcing all weak places, if any, 
such as nail holes, cuts, etc., with rubber impregnated fabric supplied for that 
purpose. Now apply the new tread repair gum (or rubber). Note: Some 
repair gum is callendered the proper contour and thickness ready to be applied. 

mt o c 



Theoretical Auto Engineering — Lecture XIX I 1 ,,,,, :: 

Otherwise, it is calendered in sheets of 1/16" or 3/32" thickness and supplied 
in rolls. To apply tread rubber in this state it is necessary to cut it the desired 
width and length and build up a tread to the proper thickness. This can be 
done either on the bench or by applying it to the carcass, ply upon ply, starting 
with a narrow strip in the center and graduating each succeeding strip until 
the tread is finished. Care should be taken to roll thoroughly, starting on the 
center, a process which will force the air from in between the new tread and 
the carcass of the case. If any air remains, it will show in bubbles, and can 
be easily removed. Note: Never stretch the raw gum, or it will contract 
badly if cut after it is vulcanized. Seventh, the repaired case is now ready 
for vulcanization. Proceed as follows: Place a form, according to size, inside 
of case; next encircle case with strips of wet cloth, cut on bias, and of suffi- 
cient width to cover the complete contour of same. Next apply split rims 
(correct size) and wrap securely, proceeding crosswise until the whole repair 
is enclosed. It is now ready to be placed in the vulcanizing kettle where steam 
will be applied. Note: In some instances air bags (air chambers covered with 
fabric) are used inside the case in place of solid forms. It is then necessary 
to inflate them after wrapping. The object of placing forms inside, and 
wrapping outside is to hold the shape of the case and apply pressure to rubber 
and fabric so that a perfect adhesion will occur. 

To Repair a Blowout proceed as follows: Remove the rubber from rear the 
break, and cut it back about four inches. In most cases it has to come off from 
bead to bead. Next bevel the edges of the rupture and also the edge of the 
rubber, making the edges of the rubber rough by using a wood rasp. 

Note, — The new cement and rubber will not adhere properly if the surface 
is left smooth. If the break is near the bead, it is necessary to take one ply of 
fabric off over the bead to the inside of the case. Scrape the inside of the case 
to remove all dirt from the space to be cleaned, which extends lengthwise 
about four inches beyond the point at which the rubber stops, and from bead 
to bead. Clean as in retreading, and cement the whole space where new mate- 
rial is to be applied. Fill in the hole with rubber gum, and reinforce with 
frictioned fabric supplied for that purpose. Fill in with rubber to the proper 
thickness, following same instructions as in retreading, and the repair is then 
ready for the vulcanizing mould. Cord tires are usually repaired in a like 
manner, except in the Goodrich Silverton Cord, for which special cord sections 
can be supplied when necessary. 

The material used in new cases cures at approximately three hours at 30 
pounds steam pressure; but if repair materials took as long to cure, the case 
would probably be badly burned. Most repair gums and fabrics therefore are 
short curing materials, and the heat necessary is approximately one hour at 
40 pounds steam pressure. Sectional or blowout repairs are cured in a mould 
made for that purpose. Such a system applies heat only to that part of the 
case which has been repaired. Retread repairs are vulcanized in a steam kettle, 
in which live steam is applied to the complete case. 



M T oc 



Theoretical Auto Engineering — Typical Quiz Questions Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

Typical Quiz Questions 

1. Name the different establishments in the M.T.C. 

2. What is their relation to one another? 

3. How do the supply depots function? 

4. What are the duties of the M.T.C? 

5. What is the object of a close check on defects? 

6. Name the four strokes of the cycle. 

7. Name the parts of the piston assembly. 

8. What is the purpose of a carburetor? 

9. What is the purpose of ignition? 

10. Of what material is the frame made? 

11. How can the play of the steering gear be adjusted? 

12. Name two types of front and two types of rear axles. 

13. What is the purpose of a transmission? 

14. What is the purpose of a clutch? 

15. What type of brake is used on Class B truck? 

16. Name two systems of lubricating motor. 

17. What is the effect of too much oil in rear axle? 

18. What individual attends to company repairs? 

19. Name class of repairs made in Service Park. 

20. How would you determine a fouled plug? 

21. A short circuit? 

22. How is a clogged water system remedied? 

23. What causes a carburetor to back fire? 

24. Define a rich mixture. 






MTOC 



Theoretical Auto Engineering — Typical Quiz Questions p agt g 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

Typical Quiz Questions 

1. What is the general valve clearance? 

2. How is this adjustment made? 

3. Explain a simple carburetor. 

4. Name the parts of same. 

5. What is the result of a water logged float? 

6. What is the result of a dirty jet? 

7. How would you proceed to check up a vacuum tank? 

8. What would result if strainer is plugged? 

9. What results from a leaky float? 

10. Explain how you would repair a leaky float. 

11. What is the purpose of a radiator? 

12. Name two different types. 

13. Explain how you would make repairs to (1, tubes; 2, cells). 

14. What is the object of an induction coil? 

15. What is the object of a distributor? 

16. How many cells to the 6 volt battery? 

17. What is the usual firing order of a four cycle motor? 

18. What is a high tension current? 

19. What is the function of a breaker? 

20. What is necessary to complete a lighting circuit? 

21. How would you detect a grounded wire? 

22. What are the responsibilities of the company mechanic? 

23. What is the difference between a cord and fabric tire? 

24. What is the result of jamming on brakes? 

25. What is the result of driving on car tracks? 



MTOC 



Typical Written Examination Questions 



Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
THEORETICAL AUTO ENGINEERING 

Typical Written Examination Questions 

1. Name three types of motors. 

2. Name five essential parts of same. 

3. Explain the office of a piston. 

4. Name four standard makes of carburetors. 

5. Why is the magneto preferred to the battery? 

6. Name two types of clutches. 

7. How would you proceed to reline same? 

8. What is the purpose of the transmission? 

9. Name one trouble. 

10. What is the office of a universal joint? 

11. Name types of rear construction. 

12. How does the differential gear work? 

13. Explain how you would replace a broken spring. 

14. How to straighten a bent front axle. 

15. Proceed to explain the method of lining up front wheels. 

16. What causes rim cuts on tires? 

17. How would you repair a puncture? 

18. Is it possible to use a blown out tire? 

19. How does a wheel out of line affect the tires? 

20. Explain two systems of lubrication.- 

21. Where is grease generally used? 

22. Why? 

23. What is an overhaul park? 

24. Is a service park a mobile unit? 

25. What class of repairs are made in a reconstruction camp' 



M TOC 



Military Instruction Pam 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
MILITARY INSTRUCTION 

First Week 

Hours 
Organization of Companies; issue of equipment, Instruction in ar- 
rangement of Beds and Lockers and in Barracks Regulations 8 

Evening Study Hours 8 

Practice marches, three, without arms 3 

Drill : 

Physical 2 

School of the Soldier 4 

School of the squad, close order, without arms 3 

Position, Aiming and Sighting 3 



Conferences: 

Care of Arms and Equipment 1 

Infantry Drill Regulations 6 



Pages 7 to 19, Inch 
Pages 25 to 29, Inch 
Pages 36 to 38, Inch 
Pages 40 to 41 to Par. 122, Incl. 
Written examination on School of the Soldier (Saturday) 



Second Week 



12 



— 7 



40 



Evening Study Hours 10 

Practice march, light kit 2 

Drill: 

Physical 3 

School of the Squad, close order 6 

School of the Company, close order 6 

Position, Aiming and Sighting 3 

Training in Giving Commands 3 

— 21 
Conferences: 

Infantry Drill Regulations 11 

Pages 30 to 34, up to and incl. Par. 94. 

Paragraphs 98 to 100. 

Pages 39 and 49 to 58, incl. 

Care of Equipment 2 

Written examination on School of the Squad (Saturday) ... 2 

— 15 

48 

MTOC 



Military Instruction Page 2 

Third Week 

Hours 

Evening Study Hours 10 

Drill : 

Physical 3 

School of the Company, close order 12 

Position, Aiming and Sighting 6 

Training in Giving Commands 3 

— 24 
Conferences: 

Small Arms Firing Manual, Parts 2, Chapters 1, 2, 3, and 4. 

Field Service Regulations, Part 2, Articles 1 and 2 3 

Convoys, pages 65 to 68, inclusive, and Article 4 (Part of the 
time allotted for conferences on Field Service Regula- 
tions should be used for written quizzes.) 8 

Written examination on School of the Company 3 

— 14 

48 
Fourth Week 

Evening Study Hours 10 

Drill : 

Physical 2 % 

School of the Company, close order 5 

Range and Gallery Practice 16 

Training in Giving Commands . . 2% 

Inspection of Arms and Equipment 2 



Conferences: 

Manual of Interior Guard Duty, Paragraphs 1 to 156, inch. . 5 
Final written examination on Infantry Drill Regulations. ... 4 



28 



9 

47 



Note. — The Military Instruction given during the Fifth to Tenth Weeks of 
the Course is designed to cover a two hours' period daily, with an additional 
five hours per week of conference and study. 



Fifth Week 

Evening Study Hours 5 

Drill : 

Physical 3 

School of the Company, close order 6 

Mounting Guard, Conduct of Guard, etc 3 

♦ — 12 

17 

Study: 

Manual of Interior Guard Duty, Paragraphs 157 to 307, inch 
Note. — Conferences will be held during study periods or in Barracks during 
inclement weather. 

M T O C 



Military Instruction Page 3 

Sixth Week Hours 

Evening Study Hours ', 5 

Drill : 

Physical 2 

School of the Company, close order 6 

Mounting Guard, Conduct of Guard, etc 4 

— 12 

17 
Study: 

Manual of Interior Guard Duty, Par. 337 to 367, incl. 
Tables of Organization, U. S. Army. 
Note. — Conferences will be held during study periods or in Barracks during 
inclement weather. 

Seventh Week 

Evening Study Hours 5 

Drill: 

Physical 2 % 

School of the Company, close order 6 

*Road Sketching and Map Reading 3%. 

— 12 

Study: 17 

Rules of Land Warfare, Pages 11 to 37, inclusive. 
Army Regulations, such portion thereof as pertains to the 
management and training of Company, practical instruc- 
tion and use of all blank forms pertaining thereto. 
Note. — Conferences will be held during study peiiods or in Barracks during 
inclement weather. 

Eighth Week 

Evening Study Hours 5 

Drill: 

Physical 1 

School of the Company, close order 6 

Pistol Practice 2 

Road Sketching and Map Reading 3 

— 12 

17 

Study: 

Field Service Regulations, Part II, Article I, and Article V. 
Note. — Conferences will be held during study periods or in Barracks during 
inclement weather. 

Ninth Week 

Evening Study Hours 5 

Drill: 

Physical 2 

School of the Company, close order 6 

Road Sketching and Map Reading 2 

Pistol Practice 2 

— 12 

17 

*As given in pamphlet on subject issued by A. GO. 
MTOC 



Military Instruction 



Page 4 



Study: 

Such topics as have not been fully covered or require addi- 
tional study. 
First Aid — Personal and Military Hygiene. 
Note. — Conferences will be held during study periods or in Barracks during 
inclement weather. 

Tenth Week Hours 

Evening Study Hours 5 

Drill : 

Physical 2 % 

School of the Company, close order 5 

Company Ceremonies 2% 

Training in Giving Commands 2 

— 12 

17 
Study: 

Such topics as have not been fully covered or require addi- 
tional study. 
Note. — Conferences will be held during study periods or in Barracks during 
inclement weather. 

All students are required to memorize the following: 
Definitions (I.D.R., Pages 7 and 8). 
Position of the soldier. 
Squads right and squads right about. 
Marching by the flank. 
To the Rear — March. 
Manual of Arms. 

General Orders of a Sentinel on Guard Duty. 
Inspection of barracks, or arms, or both each Saturday during this course, 
of about one hour duration. 

All students will be prepared to take written examinations on Infantry 
Drill Regulations and other subjects studied during this course in the ninth 
and tenth weeks. 

Instruction in Gas Defense will be given during time allotted for range 
practice, by special assignment. 



MTOC 



Supplementary Lectures Pa;i' 1 



SUPPLEMENTARY LECTURES 

Motor Truck Officers' Course 

The following two lectures are to be given as special lectures, by special 
assignment, to all officer and officer-candidate students. 

LECTURE I 
Duties of The Motor Supply Train Commander 

LECTURE II 
Duties of The Motor Transport Officer 



m t o c 



Supplementary Lecture I Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 

SUPPLEMENTARY LECTURES 

LECTURE I 

Duties of Motor Supply Train Commander, Infantry Division 

This officer has the rank of captain in the Motor Transport Corps. His 
duties are primarly those of any commanding officer in command of troops, 
such as those pertaining to administration, discipline, sanitation, etc. A knowl- 
edge of these things is a primary requisite to successfully command any unit. 
A thorough knowledge of army administration plus additional administrative 
duties, as outlined in coure of instruction M.T.C., must be thoroughly acquired. 
The punitive articles under which summary court cases may be tried should 
be carefully studied, as well as the method of drawing up a set of charges. 

Sanitary rules and regulations covering the location of latrines, their dimen- 
sions and distance from camp, etc., police of quarters, kitchen and mess hall, 
disposition of garbage, and personal hygiene should be carefully studied. But 
there are some duties peculiar to Motor Transport Work which we will take 
up in this session. 

A very good slogan has been suggested by the A.E.F. for field operations in 
the Motor Transport Corps and it is "SERVICE FIRST." This must always 
be borne in mind not only by the commanding officer whose duties are to be out- 
lined here, but by every member of his command. Never forget that you are 
in the service of the United States Army and that your function is to move the 
freight and make it possible for the men in the line to fight. This entire or- 
ganization, which has been so carefully worked out, as well as the organization 
of all other staff corps and services, is for one purpose and one only, namely, 
that those who are risking their lives on the firing line will not do it in vain or 
unnecessarily, that they will want for nothing which will make for the success 
of our arms. 

In the selection of a site for a camp and headquarters, the Supply Train Com- 
mander may not have much to say, as certain reconnaissance work is done in 
advance by the Motor Transport Officer of the Division, and it is his duty to 
decide where the train should be located to perform the best service. Certain 
points of location are left to the train commander, such as the exact terrain 
to be occupied for barracks and camp, and in this connection a more or less 
protected spot near a clump of trees or where the parking space for the trucks 
can be easily camouflaged should be selected. Ordinarily, in the present 
methods of warfare, trains are billeted in small villages, the men sleeping in 
houses, while barns and sheds are used for supply and repair establishments. 
Very seldom will a train be located out in the open or camped under tents. 
When a division takes over a sector, if it has not been occupied before, entire 
towns immediately back of the line will be evacuated of all civilian popula- 
tion and turned over to the armies to be used for rest billets and for the 
various headquai'ters of the division. The first thing to do when moving into 
a village is to clean out the houses of all refuse matter, obtain disinfectant 
supplies from the Division Quartermaster and thoroughly cleanse the build- 
ings and barnyards to be used. 

M TOC 



Supplementary Lecture I Page 2 

Next, quarters must be assigned to the various companies, a headquarters 
house or building selected and telephone connections with divisional head- 
quarters immediately arranged for. If it is impossible to get a telephone 
line run into the building which is to be occupied as headquarters, the train 
commander should find out where the nearest army telephone station is lo- 
cated, go there himself and see that the operator or individual who answers 
that phone knows him and how he can be reached. This is very important and 
should be one of the first considerations when taking a command in a new area. 

The train commander should find out if the water in the vicinity can safely 
be used for cooking and drinking purposes and if it is in sufficient quantities. 
If there is any doubt in his mind about the purity of the water he should 
have his medical officer examine it at once. 

Existing rules of the town and the area established by the military police 
should be posted. The commander should ascertain the location of ammu- 
nition depots, engineer dumps and quartei-master dumps and study the maps 
carefully to find out the best routes to be followed in the area. He should 
locate the service park which will be assigned for repairs, arrange for gaso- 
line, oil and wood supplies and get any other information which will be of 
value to him in the administration of his train and the carrying out of his 
duties. 

In arranging a park for vehicles, never pick out a dead-end street or area, 
made up of soft soil. All the vehicles should be kept together so as to be 
more easily accessible and more easily guarded. Care should be taken to line 
the vehicles up well and have an equal distance between them. There are 
two methods most generally used in aligning vehicles. One is to dig a shal- 
low trench not over 6 inches deep and 6 inches wide, the full length of the 
park and make it a rule that all front wheels must rest in this trench. Two 
or more lines of trenches may be dug about 20 feet apart, so that two col- 
umns of vehicles facing each other will result. Another system of alignment 
is to set up posts about 6 feet high and about 40 feet apart and have each 
vehicle line up with its radiator cap on a line with these posts. 

No other thing creates a more favorable impression upon a staff officer or 
an inspector coming into the area than the orderly arrangement of vehicles 
and the general cleanliness of a park. An inspector of Motor Transportation 
in France said recently, "I have never known my first impression of a park 
or camp to be altered. If I see the vehicles carefully lined up, clean and in 
apparent good repair, if I see all salvage material carefully piled up in one 
place, if the parking space and the camp are well policed, I immediately know 
that I am going to find efficiency in that outfit." 

When vehicles return from duties to the park they should never be allowed 
to stand by the roadside, but it should be insisted that they be placed in orderly 
manner in the park and in the space designated for them. 

It is a good idea to establish the light repair trucks in a building and if 
possible to obtain the lumber, have the mechanics construct benches and get 
their facilities in shape to handle the class of repairs that they will be called 
upon to make. 

Having established and organized his camp the work of the commander 
has really just begun. He should take a careful reconnaisance of the area 
in which he is to operate. He should study the roads and if, in his opinion, 
certain roads are very unfavorable yet have been prescribed by the Division 
M.T.O. as roads for the operation of the train, recommendations will be made 
to him for changes. Be very sure that you are right before making sugges- 
tions of this kind. 

M TOC 



Supplementary Lecture I Page 3 

Inspection will be made of road conditions around the quartermaster, 
engineer and ammunition dumps and if there are bad holes or places that are 
liable to hold up trucks, arrangements made to have them repaired. If the 
road menders are too busy to handle the job, the train commander should send 
a truck or two with a detail of men to do it. Don't wait for the organization 
that is supposed to do the work for there may be far more important work 
elsewhere. If later on you are called upon to explain why your train fell 
down and you couldn't do its work the excuse that your trucks got mixed and 
tied up at the dumps would fall very flat. Excuses are not expected or ac- 
cepted when troops are in combat, nor at any time in the army for that mat- 
ter. Every service and every unit of the division has to cooperate with every 
other and at times do things that do not exactly come under their jurisdiction. 
Your duty is to move freight to the line and any preliminary work which must 
be done to serve that end is your work and your duty. 

A dispatching system will be arranged so that there will be a constant check 
on where trucks are at all times and how many are available for service. The 
dispatcher (a non-commissioned officer), in nearly every instance is best 
placed at the railhead where the quartermaster and engineer dumps are lo- 
cated. The camps will be located close to the railhead and if it is in very 
close proximity, the dispatcher's office can just as well remain in the head- 
quarters buildings. The dispatcher receives all calls from division headquar- 
ters and from other sources and, so far as possible, consolidates the loads 
and trips. For example, if three trucks are transporting subsistence to one 
sector or distribution point, four trucks to another, twenty to another, and so 
on they will all load at the same time and report at a given time at a central 
point in or near the yard of the railhead. This hour of meeting is laid down 
by the dispatcher who holds the trucks until all proceeding in the same direc- 
tion have reported, then starts them off in one convoy. The first trucks to 
drop out are placed at the end of the convoy. On the return trip the same 
procedure is followed — all trucks meet at a given point and at a given time 
to form the return convoy. It is much easier to handle a convoy of trucks 
on the road than single vehicles. It is sometimes advisable if operating over 
a large area to establish a sub-dispatcher at a central point nearer the line 
and have all trucks report to him both going and coming. In this case he can 
form the convoy for the return trip and order trucks after they have been 
unloaded to proceed elsewhere for a load of salvage material, thus avoiding 
the "empty" run home. Constant vigilance must be exercised to obtain ca- 
pacity loads and increase the ton-mileage of the train. Efficiency of a train 
will be measured by its ton-mileage and unnecessary mileage-empty spoils 
its record. 

Some of the factors contributing to low ton-mileage and to a poor record 
for the train are : 

1. Lack of discipline. 

2. Too many trucks out of service through lack of adjustment or repair. 

3. Improper attention to routing and dispatching of trucks. 

4. Lack of cooperation with other corps and services. 

5. Inefficiency of non-commissioned officers. 

The above are main factors only. Any inefficiency throughout the com- 
mand will contribute to low ton-mileage, so it behooves every officer to build 
up the "esprit-de-corps" of his unit to the highest pitch. Pitting each com- 
pany against the other and creating inter-company rivalry will be of ines- 
timable value in increased efficiency. The bonus system, equal liberality with 
promotions as with the summary court aid materially. Every man in the train 
must thoroughly understand that he will be held pecuniarily responsible for 

MTOC 



Supplementary Lecture I Pay, i 

careless equipment breakages, losses, etc., and the summary court employed 
to correct these troubles — it is a very useful but unfortunately sometimes 
abused instrument of correction. True justice toward his men will reward 
the officer a thousand fold in better "esprit-de-corps," loyalty and increased 
efficiency. 

Train commanders should make it a point to consult regularly and often 
with the Division M.T.O. He can do much for them and they can learn much 
from him. He ought to be their best friend in the area. They should report 
to him any difficulties they may be having with the Service Park which is 
handling their repairs or any differences with other corps or services in the 
division. He will be able to straighten out these troubles much more easily 
and satisfactorily for all concerned than anyone else, for he is on the divi- 
sional staff and knows the channels and methods to follow. 

It is impossible to state in a lecture all of the duties the train commander 
will have to perform. His own powers of observation and resourcefulness 
will help him most to make a success of his job. But the above suggestions 
will be found helpful, at any rate. 



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Supplementary Lecture II Page 1 



MOTOR TRANSPORT CORPS 

EXECUTIVE DIVISION — TRAINING BRANCH 

Motor Truck Officers' Course 
SUPPLEMENTARY LECTURES 

LECTURE II 

Duties op Motor Transport Officer 

Extract from General Order No. 74 Headquarters A.E.F., 1918, France: 

Paragraph 11 : 

"In each army, corps and division, the army artillery and each section of the 
S.O.S., there will be an officer of the M.T.S. designated Motor Transport Offi- 
cer of that command, who is responsible for the efficient operation of the 
M.T.S. within the limits of the command. His activities are controlled by G-l 
in divisions or corps, and by G-4 in marines, in the same manner as are those 
of the other representatives of technical and supply services in such commands. 
The functions of this officer are as follows: 

"First, he is in command of all Motor transportation of Class 'A' * * * 
and controls its operation as specified in par. 4. 

"Second, he exercises the functions of a staff officer as regards supply of all 
M.T.S. property for the command and as regards the technical supervision 
over motor vehicles of Class 'B' provided for in par. 5. 

"To carry out this technical supervision, it will be his duty to make frequent 
inspections of all matters having any bearing on the motor transportation of 
*he command. In making these inspections he will be afforded every facility 
by all concerned. He will make frequent reports to the branch of the General 
Staff by whom his activities are controlled, covering such matters as the suit- 
ability of the personnel charged with operating motor vehicles, the mechanical 
condition of the vehicles, the conditions under which they are operated, needs 
for repair or overhaul, carelessness or waste on the part of any individual or 
organization and similar matters, together with his recommendation as to any 
action that should be taken." 

(Signed) James W. McAndrew, 

Chief of Staff. 

Inasmuch as the Motor Transport Officer in a combat division has practically 
all of the duties of other Motor Transport Officers, a description in detail of 
his functions will serve the purpose of this lecture. A division Motor Trans- 
port Officer is the direct representative of the D.M.T.C. in the field. He is 
attached to the Staff of the Commanding General of the Division. Division 
M.T.O.'s are directly responsible to the Assistant Chief of Staff G-l of the 
Division for the maintenance and proper operation of all motor transportation 
in the Division. Army M.T.O.'s are directly responsible to the Chief of Staff — 
G-4 of the Army to which they are attached. Other M.T.O.'s in charge of 
geographical sections, overhaul and reception parks are directly responsible 
to the D.M.T.O. in the A.E.F. There is a M.T. officer for each division, army 
corps, army, group of armies, section geographical and for such other organi- 
zations or districts as are desirable. M.T. officers are not responsible for the 

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Supplementary Lecture II Page 2 

mechanical efficiency and technical operation of the vehicles under their juris- 
diction. They directly supervise all M.T.C. repair, supply and salvage agencies 
and are responsible for the efficient procurement, reception, storage and main- 
tenance of motor vehicles, spare parts, tools, accessories and other M.T.C. 
materials. They will be directly responsible for the replacement, homogeneous 
grouping and technical supervision of the motor vehicles pertaining to their 
unit. 

(a) He has an administrative assistant, who is in charge of the adminis- 
trative branch and charged with all general administrative matters, including 
office management, correspondence, preservation of records, assignment of rec- 
ords of personnel, military administration of local personnel, general super- 
vision and coordination of the M.T.C. instruction and such other duties as may 
not be otherwise specifically assigned. 

(b) He has a service assistant who is in charge of the service branch and 
who is responsible for the determination of the actual efficiency of the M.T.C. 
in all its activities and suggestions for the betterment thereof; compilation of 
all statistical information, questions of organization and proposed projects, 
and liaison with corps and services. All contemplated changes in policy, regu- 
lation or forms affecting the M.T.C. are referred to him to assure proper co- 
ordination thereof. 

(c) There is an assistant in charge of operations, who is responsible for 
the assignment, homogeneous grouping, and technical supervision of all motor 
vehicles, as denned by par. 3, G.O. No. 74, for their operation in accordance 
with the terms of the before mentioned order, and for the establishment and 
operation of such institutions as are necessary to the proper performance of 
the duties before mentioned. 

(c\) There is an assistant in charge of maintenance, who is responsible 
for the procurement, reception, storage, and maintenance of motor vehicles, 
snare and repair parts, tools, accessories and supplies, the salvaere and evacua- 
tion of damaged motor vehicles and the repair of M.T.C. material. He has 
supervision of all repair, supply and salvage agencies, and is resoonsible for 
the establishment of such of these as are necessary for the proper performance 
of the duties before mentioned. 

All of these officers have the necessary commissioned and enlisted force to 
permit them to group their several activities, and to arrange their duties in 
such manner as to permit them to concern themselves with their general plans, 
policies and the selection of competent assistants. 

A division M.T.O. is not responsible for the procurement of motor vehicles 
for his division. This is a function of the army M.T.O., who ascertains the 
divisions' needs and requirements from the weekly reports M.T.C. Form 118. 

M.T. Officers, in order to perform their functions properly, must thoroughly 
understand and be guided by certain basic principles which underlie the broad 
functions of transportation. An adequate amount of rolling stock maintained 
constantly in the highest possible state of mechanical efficiency is the first 
requisite. For this reason the M.T. Officer's suoervision over repair and supply 
is of the greatest importance. 

The avoidance of empty hauling lessens the number of vehicles required, 
decreases cost, and above all increases the speed of transportation. For these 
reasons the M.T. Officer will see the prime necessity of so placing material and 
the M.T.C. operation units which haul the material in such relations to each 
other that maximum hauling efficiency may be maintained. Correspondingly, 
the necessity of capacity loads, both of bulk and of weight, is apparent. 

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Supplementary Lecture II Page 3 

The principles of the pooling of vehicles must be followed to as great an 
extent as is practicub-e and possible. The rigid assignment of vehicles to small 
organizations is detrimental to mobility, and greatly increases the number of 
vehicles necessary. 

M.T. Officers must bear in mind that mobility is absolutely essential to effi- 
cient operation in the field. 

Constructive suggestions for the betterment of the service should be re- 
quested by the M.T.O. from all chiefs of services in the division and their 
subordinates. The M.T.O. must so relieve himself of detail work by adding 
to his staff and by carefully instructing them in their work that he will be free 
to consider the broad subject of policies of transportation. 

When a division is in the line, in trench warfare, great economies can be 
effected in the number of vehicles required to deliver the service and in the 
location of parking spaces, garages, etc., with reference to quartermaster wai'e- 
houses and dumps, engineer and ammunition dumps, hospitals, etc. When an 
economy can be effected, the procedure should be to withdraw from those units 
that are not using their vehicle equipment to capacity, those vehicles first, 
which are badly in need of repair or overhaul and second, beyond that a certain 
percentage of serviceable vehicles to be placed in reserve. 

The shortage of ocean tonnage and difficulties of production and transporta- 
tion of supplies has made it impossible to accumulate any reserve of vehicles 
in the A.E.F. As a reserve is an absolute essential, whether it be in commer- 
cial or military activity, it had to be accomplished by drawing from each or- 
ganization of the division a certain percentage, for example 10%, of its vehicle 
equipment, to be held for emergencies. The present M.T.C. Tables of Organi- 
zation were drawn up to take care of a combat division on the move, the period 
when the maximum strain is placed on transportation facilities, therefore, it is 
always comparatively easy to withdraw a certain portion of vehicles when the 
division is stationary. Nothing will indicate efficiency to the Commanding 
General of the Division more than the establishment of a reserve of transport 
facilities, no matter how small. 

Again, great difficulties will always be experienced by a M.T.O. in obtaining 
supplies and spare parts in sufficient quantities. It is the constant exercise of 
resourcefulness and vigilance on the part of the M.T.O. and his staff that over- 
comes these difficulties and keeps up the standard of service under the most 
trying circumstances. 

Great economies in operation can be effected by the use of a dispatching 
system worked up in the A.E.F. This system is for the use of headquarters, 
commands, M.T.C. groups, garages and parks and at all M.T.C. establishments 
where depot or more or less stationary work is being done. Dispatching usu- 
ally is directed by a commissioned officer, the head of the operation division, 
who, in turn, is responsible to the Motor Transport Officer. The actual dis- 
patching usually is done by a non-commissioned officer, or rather, by several 
non-commissioned officers as reliefs must be provided. A chief dispatcher is a 
necessity. It has generally been found most convenient to have the organiza- 
tions doing the camp transportation work furnish the details for dispatching. 

A central location for the dispatcher's office is of the utmost importance. It 
should be near the principal warehouses, dumps or headquarters, if possible, 
because most of the hauling will revolve about them. It will be reached by 
good roads and near it there must be plenty of parking space. Generally such 
a spot will be found near the quartermaster's office. No particular type of 
building is necessary. One end of a garage or small shed answers the purpose. 

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Supplementary Lecture II /',/,/, 1 

Two of the most important adjuncts of the dispatcher are a telephone and 
the "dispatcher's board." As the calls come in by telephone the dispatcher 
has but to glance at his board to see what he has available in the way of trans- 
portation. When a truck moves out on a trip the "block" or "peg" which 
represents that vehicle is moved over to indicate it is "out." When the driver 
returns he reports to the dispatcher, who, by merely moving this peg or block 
indicates that this particular vehicle is again available. By this system it is 
possible for one man to keep track of a hundred or more vehicles. 

Trucks, motor cars and motorcycles report to the dispatcher in the morning 
and he at once arranges his board for the day. There will always be some 
vehicles going to the shop for repairs and the board is so arranged as to indi- 
cate their temporary disposition. At any time it should be possible for the 
Motor Transport Officer to telephone requesting the number of vehicles on duty 
and get a reply. 

To reduce mistakes to the minimum, it is necessary that the dispatcher be 
supplied with printed order blanks. All requests for motor vehicles should be 
entered on a pad which permits of a duplicate being kept. The dispatcher 
tears off one copy and sends it by an orderly to the driver. This greatly re- 
duces the chance of the driver reporting to the wrong place or at the wrong 
time, and facilitates tracing of such mistakes as may occur. As the bulk of 
the dispatcher's orders will be received by telephone, it will readily be seen 
how careful he must be in taking his orders. Experience has proved the advis- 
ability of "repeating back" the order. 

It takes a high grade of army discipline to make a success of a system of dis- 
patching. Trucks and cars must report on time. Otherwise the entire system 
will be a failure. The chief dispatcher has his work laid out in advance as 
much as possible and if, on a day when he is to supply extra demands, only a 
part of his regular transportation reports, he will have to explain. Hence he 
must keep in touch with the various truckmasters to learn when trucsks are to 
be temporarily taken off for repairs (except emergency repairs which cannot 
be anticipated). 

The dispatcher must, above all, be a man of tact, possessing judgment to an 
unusual degree, and must at all times preserve courtesy. He will avoid trouble 
if he will assume each time he hears the telephone that it is a message from the 
Commanding General. He must familiarize himself with a map of the area 
and know the organizations he deals with. He must under no circumstances 
allow the dispatcher's office to become a loafing place. If he has more trucks 
at his disposal than are necessary for the day's business he should permit 
some of them to be taken off. There is always minor mechanical work on a 
motor vehicle which should be attended to. 

Efficient dispatching of motor vehicles requires constant study. Drivers 
must be watched. If there is a tendency to loaf it must be reported and cor- 
rected. Many times loading and unloading of trucks must be done by fatigue 
details. This class of labor must be spurred into activity. If a truck or car 
reports promptly it is only fair to expect the cargo or passenger to be ready. 
Drivers' reports need to be studied as to the cause of delays in order that 
habitual delays may be eliminated. At some camps, drivers have orders not 
to wait more than 15 minutes. Unnecessary trips and traveling "light" are 
to be avoided. Whenever possible in making a long haul and discharging a 
cargo, a load should be taken on for the return trip. 

Motor. Transport Companies attached to the various headquarters, and doing 
depot work instead of convoy work, will observe the following regulations : 

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Supplementary Lecture II Page 5 

Passenger Cars: 

(a) Passenger cars will not be assigned permanently to individuals without 
the approval of the Commanding Officer, unless this authority is delegated to 
the M.T.O. 

(b) When an officer desires a passenger car for a trip of more than 35 or 
40 miles, or about 60 kilometers, or for a period of more than four hours, his 
application must receive the approval of the chief of his department. 

(c) Applications for cars for trips of more than 24 hours must be sub- 
mitted the day before, and upon returning the officer must sign the necessary 
certificate for commutation of rations for the driver. In no case will motor 
transportation be requested when rail transportation can be used to equal or 
better advantage. 

(d) When practicable, two or more officers traveling in the same direction 
will utilize the same car. The senior is responsible for the car and that the 
traffic rules are observed. If the car is kept out after 8 p.m. a note stating the 
time and place he was released will be furnished the driver. 

(e) All cars will be in the garage from 8 P.M. to 6.30 A.M. and any person 
who keeps a car out between these hours will furnish the driver with a memo- 
randum to be turned in at the garage stating why the vehicle was kept out and 
when and where it was dismissed. All drivers upon dismissal will return im- 
mediately to the garage and report in. All drivers before leaving the garage 
will report out to the non-commissioned officer in charge. 

Motorcycles for messenger and courier services will be assigned under 
similar regulations. 

Motor trucks: applications for these will be made to the garage one day in 
advance whenever practicable. In order to use transportation to the best advan- 
tage, the approximate tonnage to be moved should be given instead of an esti- 
mate of the number of trucks. Trucks will not be used as passenger vehicles 
except in carrying large parties to and from work, or for the transportation 
of troops. 

In the technical supervision of Class "B" transportation a Division M.T.O. 
must exercise superior tact and diplomacy. Although G.O. 74 A.E.F. 1918 
prescribes that this "technical supervision shall be interpreted very broadly 
by all concerned" changing and molding policies for the trains of other corps 
is what might be called ticklish business. By sheer personality and tact a 
M.T.O. can practically control all the transportation of the Division and effect 
wonderful results by this unified management. 

The M.T.O. or his assistant in charge of operations should make almost 
daily inspections of Class "A" vehicles in park and on convoy for he is di- 
rectly responsible for their efficient operation. 

Technical supervision as applied to Class "B" vehicles might be defined as: 

(a) Making recommendations and constructive suggestions (preferably 
verbal and to the chief of the corps concerned) based on close observation 
of the operation of that corps' vehicles. 

(b) Establishment of a close relationship with the chiefs of other corps 
in order to bring about easier and quicker results. 

(c) In cases where proper results are not obtained by methods (a) and 
(b) the making of recommendations for changes and improvements to the 
A.C.S. G-4 of the Division. 

(d) Laying down of standard rules and regulations to govern all trans- 
portation in the area whether it be class (a) or (b). 

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Supplementary Lecture II Page 6 

(e) Fixing the priority for repairs at the local Service Park for all 
organizations. 

(f) Instituting a bonus system to reward efficiency of all personnel. 

(g) Reporting by memorandum to chief of Corps concerned "any care- 
lessness or waste or inefficiency on the part of any individual or organization." 

(h) Inspection of stocks of spare parts, tools and supplies to prevent 
loading up and hoarding. 

(i) Establishment of training facilities and recommending to A.C. of 
S.G-1 those organizations and individuals which should be directed to take 
instruction. 

The local Service Park comes directly under the Division M.T.O. and its 
operation should receive a great deal of the time of the assistant in charge of 
maintenance. All repair work in the field must be expedited and careful 
discrimination and good judgment must be exercised in deciding what jobs 
should be handled by your Service Park Unit and what should not be handled 
but sent directly back to the nearest Overhaul Park. The class of repairs to 
be handled locally is clearly laid down in bulletins and lectures already in hand. 

Following up requisitions on the nearest Advance Spare Parts Depot is 
another important duty of the Division M.T.O. and his Maintenance Assistant. 
All requisitions for M.T.C. material from all organizations in the Division must 
pass through his hands and he must be conversant with each unit's condition 
and requirements in order to pass on these requisitions intelligently. He 
should prevent excessive orders and overstocking, for as stated before the 
A.E.F. will never have all the spare parts and supplies it needs and there must 
be an equitable distribution throughout all commands in order to keep the 
maximum number of motor vehicles of the A.E.F. in service. A "tickler" 
system on requisitions will be a great help in getting action. 

A very important function of a divisional M.T.O. is the selection of roads 
and routes in the area immediately back of the sector occupied by the division. 
These should be carefully studied with a view to shortening the hauls when- 
ever possible. With the constant shifting of artillery and aircraft activities 
substitute roads should be carefully worked out and charted so that quick 
changes may be made. Bad road conditions should be reported promptly to 
the authorities charged with road maintenance. 

M.T.O. 's are charged with the consolidation and forwarding of weekly re- 
ports showing exact condition of all motor vehicles and personnel attached to 
the division. This report is originally made out on M.T.C. Form No. 118 by 
all company and detachment commanders, consolidated by train commanders 
(if the company is part of a train — if not, it is forwarded direct to the Divi- 
sion M.T.O.) and then forwarded by the train or motor command to the 
Division M.T.O. who makes the final consolidation. The M.T.O.'s report is 
made out in quadruplicate. One copy is sent to the D. M.T.C, one to the 
M.T.O. of the corps of which the division is a part, one to the M.T.O. of the 
army and one is retained by the Division M.T.O for his records. 

It is absolutely necessary that this report be accurate and that it be sent 
forward promptly by all concerned. It provides the various headquarters to 
which copies are sent with all field information and important decisions and 
actions are made in accordance with the date which it contains. Its import- 
ance, therefore, is obvious. 

When the Division is ordered to move to a new area, the M.T.O. must care- 
fully work out all the details such as routes to be followed, points of loading 
and unloading, schedule and rate of travel, etc. This is perhaps one of his 

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Supplementary Lecture II Page 7 



most important duties and should be handled by him personally and not en- 
tirely by subordinates. There must be no confusion and no delay in de- 
parture or arrival. When all the preliminary details have been worked out 
and he has issued detailed instructions to cover every single vehicle and unit 
in the Division, the ablest assistant should be left in charge of the actual 
carrying out of the movement and proceed at once to the new area for a 
careful reconnaisance. 

The parking spaces and billets for each unit and the location of the Service 
Park Unit should be determined. There shodld be located on a map of the 
area the best routes to be used by the Supply, Ammunitions, Engineer and 
Sanitary Trains and duplicate maps showing these routes should be prepared 
and handed to those concerned on their arrival. 

It is apparent that the duties of the Division M.T.O. are very broad and 
cover everything touching upon Motor Transportation in the division. His 
responsibilities are great and the service he can render is practically unlimited. 
It requires a lot of hard work, the exercise of good judgment, and often- 
times of the "snap" variety, and a tremendous amount of tact. 



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